KR20180013437A - Multiport vehicle dc charging system with variable power supply - Google Patents

Abstract

The present invention provides a DC charging system. The charging system includes a DC bus for forming a DC voltage; N (N is a natural number of 2 or more) charging terminals which are installed in the outdoors without an awning, share the DC bus, perform DC/DC conversion on the power supplied from the DC bus, and supply the converted power to a vehicle; and a central power device which is installed in a facility for an awning, performs AC/DC conversion to convert AC power into DC power, supplies the converted power to the DC bus, and has available processing power less than a sum of the available processing power of the N charging terminals. It is possible to manufacture a DC charging system having high charging power at low costs.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a DC charging system capable of variably supplying power to a plurality of vehicles,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for charging a vehicle using direct current.

In the case of automobiles using fossil fuels such as gasoline or light oil, they cause problems of depletion of fossil fuels and global warming, and as a result, regulations for CO2 and exhaust gas for environmental protection are strengthened. As an alternative to this, plug-in hybrids and electric vehicles are gradually being deployed, but the construction of a charging infrastructure is an obstacle to the diffusion of electric vehicles.

1 is a view showing a configuration of a charging apparatus which is mainly used in a charging infrastructure.

Referring to FIG. 1, the charging apparatus 30 includes an AC / DC converter, a DC / DC converter, and a controller, and supplies charging power to the vehicle 10.

Since the charging apparatus 30 supplies the charging power to only one vehicle 10, a plurality of charging apparatuses 30 are installed in a facility that targets a plurality of vehicles 10, such as a parking lot.

Since the plurality of charging devices 30 are operated independently of each other, the devices provided in the charging device 30 each have an available capacity corresponding to the maximum charging power. For example, when the maximum charging power of the charging apparatus 30 is 7 kW, each of the AC / DC converter and the DC / DC converter has an available capacity of 7 kW or more. When three charging apparatuses 30 are disposed in a facility (for example, a parking lot), the charging apparatus 30 is provided with an AC / DC converter and a DC / DC converter each having an available capacity of 7 kW or more, As a result, a total of 21 kW AC / DC converters and DC / DC converters will be installed in the facility. The configuration of such a charging infrastructure creates several problems. First, the individual charging devices are provided with the AC / DC converter and the DC / DC converter corresponding to the maximum charging power, respectively, thereby increasing the construction cost. As another problem, there is a problem that the charging apparatus 30 can not supply power exceeding the maximum charging power to the vehicle 10 even if the vehicle 10 having a high acceptable charging power is developed. The maximum charging power that can be supplied to the individual vehicle 10 is limited to 7 kW and the remaining 14 kW may be in a dormant state even if the total installed capacity is 21 kW.

On the other hand, the charging apparatus 30 is provided with an AC / DC converter and a DC / DC converter individually, and each converter generates heat in the power conversion process. The charging device 30 is further provided with a cooling device for controlling such heat which not only increases the manufacturing cost of the charging device 30 but also increases the overall size of the charging device 30 . In general, the performance and size of the cooling system is more influenced by the AC / DC converter because the AC / DC converter is less efficient than the DC / DC converter. Because it contains, the size is made relatively bigger. Further, since the charging device 30 is mainly installed in an outdoor without a sun shade, it is subjected to external heat by direct sunlight and has to control internal heat in such an environmental condition, Performance, and size.

As described above, the conventional charging apparatus 30 has a certain limitation in expanding the charging infrastructure by using the charging apparatus 30 because it has a high manufacturing cost, a low maximum charging power, and a relatively large size.

In this context, it is an object of the present invention to provide a technique for a charging system for a vehicle, which is manufactured at low cost, has a high charging power and is relatively small in size.

In order to achieve the above-mentioned object, in one aspect, the present invention provides a DC bus in which a DC voltage is formed; N (N is a natural number of 2 or more) charging terminals which are installed in an outdoor without an awning and share the DC bus and supply DC / DC converted power from the DC bus to the vehicle; And a central power unit installed in a facility capable of shading and supplying AC power to the DC bus through AC / DC conversion of AC power to DC power, and having an available processing power less than a sum of the available processing power amount of the N charging terminals A DC charging system is provided.

In the DC charging system, the power conversion efficiency of the charging terminal is higher than the power conversion efficiency of the central power device, and the charging terminal further includes a first cooling device according to outdoor environmental conditions and power conversion efficiency The central power unit may further include a second cooling unit according to an environmental condition and a power conversion efficiency of a facility capable of shading.

In such a DC charging system, the charging terminal is installed in an outdoor parking lot, the central electric power unit is installed in a building capable of shading, and the DC bus is electrically connected to the charging terminal and the central electric power unit through an underground wiring Can be connected.

In this DC charging system, the DC bus has a line resistance, and the central power unit is configured to set the DC voltage formed on the DC bus to be higher than a charging voltage supplied to the vehicle in order to minimize transmission loss .

In the DC charging system, the central power unit transmits control information to the N charging terminals, so that the sum of the charging powers supplied by the N charging terminals is higher than the power supplied from the central power unit to the DC bus Can be controlled to be smaller or equal.

In the DC charging system, the central power unit increases the charging power of the first charging terminal by the first power such that the sum of the charging powers supplied by the N charging terminals is kept constant, The power can be reduced by the first power.

In another aspect, the present invention provides a plasma display apparatus comprising: a DC bus in which a DC voltage is formed; A first power processing unit that shares the DC bus and performs DC / DC conversion of electric power supplied from the DC bus to supply it to the vehicle, and performs current control and voltage control according to the voltage state of the vehicle; And a first control unit for determining a charging process and controlling the charging power supplied to the vehicle by controlling the first power processing unit; And a second control unit for controlling the second power processing unit and exchanging control information with the first control unit of each charging terminal, And the second control unit includes a DC power charging system for varying the charging power of at least one charging terminal among the plurality of charging terminals in a range of power supplied from the second power processing unit to the DC bus to provide.

In this DC charging system, when the second vehicle is connected to the second charging terminal in a situation in which the first charging terminal supplies the maximum charging power to the first vehicle, the second control section sets, via the exchange of the control information, The charging power of the first charging terminal can be reduced by the first power and the charging power of the second charging terminal can be increased by the first power.

According to another aspect of the present invention, there is provided a plasma display apparatus comprising: a plurality of DC buses in which a DC voltage is formed; A plurality of charging terminals including a first power processing unit for DC / DC-converting the power supplied from the DC bus and supplying the power to the vehicle, and a first control unit for controlling the first power processing unit; And a plurality of power processing modules each having a plurality of slots and mounted on the sleeves for AC / DC conversion of AC power to DC power and supplying the AC power to the DC bus, and a second controller for controlling the power processing module and the charging terminal And a central power unit including the central power unit.

In such a DC charging system, a charging terminal of a first group of the plurality of charging terminals shares a first DC bus, a charging terminal of a second group shares a second DC bus, 2 DC bus can be installed separately.

As described above, according to the present invention, in the charging system for a vehicle, the manufacturing cost is lowered, the charging power is increased, and the size is relatively reduced.

1 is a view showing a configuration of a charging apparatus which is mainly used in a charging infrastructure.
FIG. 2 is a view showing the external appearance of the charging facility and the arrangement of each configuration according to an embodiment.
3 is a configuration diagram of a DC charging system according to an embodiment.
4 is a diagram showing a configuration of a second power processing unit including a plurality of power processing modules.
5A to 5C and 6 are views for explaining an example of varying the charging power supplied to the charging terminal.
7 is a configuration diagram of a DC charging system according to another embodiment.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. It should be noted that, in adding reference numerals to the constituent elements of the drawings, the same constituent elements are denoted by the same reference symbols as possible even if they are shown in different drawings. In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

In describing the components of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are intended to distinguish the constituent elements from other constituent elements, and the terms do not limit the nature, order or order of the constituent elements. When a component is described as being "connected", "coupled", or "connected" to another component, the component may be directly connected to or connected to the other component, It should be understood that an element may be "connected," "coupled," or "connected."

FIG. 2 is a view showing the appearance of the charging facility and the arrangement of the respective components according to the embodiment.

Referring to FIG. 2, the charging facility 200 is provided with a plurality of zones where the vehicle 10 can be located, and charging stations 220 are installed in each of the zones. The drivers using the charging facility 200 can charge the vehicle 10 by using the charging terminal 220 installed in each area after parking or stopping the vehicle 10 in the empty space.

The charging terminal 220 installed in the charging facility 200 is electrically connected to the central power unit 210 through a DC bus (DCL). In addition, a plurality of charging terminals 220 may share a DC bus (DCL).

The central power unit 210 converts AC power supplied from a power source (for example, a commercial power grid or an individual distributed power source) into DC power and supplies the AC power to a DC bus (DCL). Each of the charging terminals 220 performs DC / DC conversion of electric power supplied from the DC bus DCL and supplies it to the vehicle 10.

Since the central power unit 210 and the charging terminals 220 share the DC bus DCL, the charging power can be varied according to the control to utilize the configurations included in the charging terminals 220 as efficiently as possible . For example, when the vehicle 10 is connected to each of the charging terminals 220, each charging terminal 220 appropriately distributes power supplied from the DC bus DCL, All of which can be controlled to receive the charging power. On the other hand, when only a small number of vehicles 10 are connected to the charging terminal 220, the charging terminal 220 concentrates the power supplied from the DC bus DCL to the corresponding vehicle 10, Can be supplied to the vehicle (10).

The charging facility 200 may include N (N is a natural number equal to or greater than 2) charging terminals 220. The amount of available processing power of the central power unit 210 is the sum of the amount of available processing power of N charging terminals 220 Lt; / RTI > For example, when the amount of available processing power of the individual charging terminal 220 is 10 kW and five charging terminals 220 are disposed in the charging facility 200, the amount of available processing power of the central power unit 210 is less than 50 kW For example, 40 kW-. Even when the central electric power unit 210 supplies only 40 kW of electric power to the DC bus 10 in the charging facility 200 on average, Can be supplied. This configuration is advantageous in that it can reduce the facility capacity and the manufacturing cost compared to the prior art in which each charging device is provided with an AC / DC converter and a DC / DC converter.

The charging facility 200 may be installed in a building, but may be installed in an outdoor space such as a gas station or an outdoor parking lot. In this charging facility 200, the central power unit 210 and the charging terminal 220 may be spatially separated and electrically connected via a DC bus (DCL). The central power unit 210 and the charging terminal 220 may have different environmental conditions. For example, the central power unit 210 may be installed in a shade-enabled facility-building 230 as shown in FIG. 2, and the charging terminal 220 may be installed outdoors without a canopy. The DC bus (DCL) can be wired in the underground. Under these environmental conditions, the central power unit 210 is not much affected by weather conditions such as sunlight or snow / rain, but the charging terminal 220 is greatly affected by weather conditions such as sunlight or snow / rain .

The charging facility 200 can minimize the configuration of the charging terminal 220 and minimize the effects of weather conditions and place all of the possible configurations in the central power unit 210. [ For example, an AC / DC converter with a lot of heat can be placed in the central power unit 210 without being placed in the charging terminal 220. The central power unit 210 can form a cooling device with a relatively small size because the cooling device is designed according to the environmental conditions of the facility capable of shading.

The charging terminal 220 is also partially configured, for example, a charging terminal 220 is provided with a DC / DC converter. Since the line resistance is present in the DC bus DCL, the voltage supplied from the central power unit 210 may be different from the voltage input to the charging terminal 220. The charging terminal 220 can compensate for the voltage drop on the DC bus (DCL) using a DC / DC converter. In addition, the charging power supplied to the vehicle 10 must be appropriately adjusted according to the state of the vehicle 10, and the DC / DC converter regulates such charging power. For example, when the battery voltage of the vehicle 10 rises to a certain level or more, it is necessary to control the vehicle 10 such that an excessive charging current is not supplied to the vehicle 10. The charging terminal 220 uses the DC / Thereby preventing excessive charging current from being supplied. Further, each vehicle 10 may have a different maximum charging current amount, and the charging terminal 220 can perform current control using the DC / DC converter to meet the maximum charging current of the individual vehicle 10 .

Since the charging terminal 220 is also partially arranged, the charging terminal 220 may further include a cooling device for controlling the heat generated in the configuration. The power conversion efficiency of a charging terminal that converts DC power to DC power may be higher than the power conversion efficiency of a central power device that converts AC power to DC power. The charging terminal 220 is placed in an outdoor environmental condition without a window, but since it includes a high-efficiency construction and a small amount of heat, there is no problem that the size of the cooling device becomes excessively large.

Line resistance may exist in the DC bus (DCL), and transmission loss due to such line resistance may occur during transmission. The central power unit 210 may form a DC voltage formed on the DC bus DCL higher than the charging voltage supplied to the vehicle 10 in order to minimize the transmission loss. The transmission room is proportional to the square of the current and inversely proportional to the square of the voltage. According to this principle, the central power unit 210 can be used in such a manner that the DC voltage formed on the DC bus (DCL) is made high and the DC voltage is lowered to the charging voltage from the charging terminal 220.

The central power unit 210 may transmit the control information to the charging terminal 220. [ In addition, the central power unit 210 may receive monitoring information from the charging terminal 220. According to this exchange of information, the central power unit 210 can grasp the state of the charging terminal 220 and control each of the charging terminals 220 so that power unbalance does not occur in the entire charging facility 200. For example, the central power unit 210 transmits control information to the charging terminal 220 so that the sum of the charging power supplied by the entire charging terminal 220 is supplied to the central power unit 210 via the DC bus (DCL) To be less than or equal to the power of the power supply.

The central power unit 210 may need to maintain a constant amount of power supplied to the DC bus (DCL) by a certain condition - e.g., the available process power condition. At this time, the central power unit 210 can control each charging terminal 220 so that the sum of the charging powers supplied by the N charging terminals 220 is kept constant. For example, when it is intended to increase the charging power of the first charging terminal, the central power unit 210 increases the charging power of the first charging terminal by the first power while simultaneously charging the charging power of the second charging power to the first power .

3 is a configuration diagram of a DC charging system according to an embodiment.

Referring to FIG. 3, the DC charging system 300 may include a central power unit 210 and a plurality of charging terminals 220.

The charging terminal 220 may include a first power processor 324 and a first controller 322 and the central power unit 210 may include a second power processor 312, a second controller 314, (316). The plurality of charging terminals 220 and the central power unit 210 may share a DC bus (DCL) in which a DC voltage is formed.

The first power processing unit 324 shares the DC bus DCL and DC / DC-converts the power supplied from the DC bus DCL and supplies it to the vehicle 10. The first power processing unit 324 is a type of DC / DC converter and can perform current control and voltage control according to the voltage state of the vehicle 10.

The first control unit 322 can control the first power processing unit 324. The first control unit 322 can determine the charging process through communication with the vehicle 10 and control the first power processing unit 324 to adjust the charging power supplied to the vehicle 10. [

The second power processing unit 312 can AC / DC-convert the AC power supplied from the power source 20 to DC power and supply it to the DC bus (DCL).

And the second control unit 314 can control the second power processing unit 312. The second control unit 314 exchanges control information with the first control unit 322 while being connected to the first control unit 322 of the charging terminal 220 via the communication line COML, Can be controlled.

The second control unit 314 can vary the charging power of at least one charging terminal 220 among the plurality of charging terminals 220 in the range of power supplied by the second power processing unit 312 to the DC bus DCL . For example, when the second charging terminal is connected to the second charging terminal in a situation where the first charging terminal supplies the maximum charging power to the first charging terminal, the second controller 314 controls the control information with the first controller 322 The charging power of the first charging terminal can be reduced by the first power and the charging power of the second charging terminal can be increased by the first power.

The switch circuit 316 can transmit or interrupt the output current of the second power processing unit 312 to the DC bus (DCL). The second control unit 314 controls the switch circuit 316 to connect or disconnect the second power processing unit 312 and the DC bus DCL. The second control unit 314 monitors the respective configurations included in the DC charging system 300. If a fatal problem occurs in the entire system, the second control unit 314 controls the switch circuit 316 to control the second power processing unit 312, (DCL).

Meanwhile, the second power processor 312 may include a plurality of power processing modules.

4 is a diagram showing a configuration of a second power processing unit including a plurality of power processing modules.

Referring to FIG. 4, the second power processor 312 may include a plurality of slots 414a, 414b, 414c,..., 414n. Power processing modules 412a, 412b, 412c, ... may be mounted in the respective slots 414a, 414b, 414c, ..., 414n. The power processing modules 412a, 412b, 412c, ... can AC / DC convert the AC power supplied from the power source 20 to DC power and supply it to the DC bus. Power processing modules 412a, 412b, 412c, ... can supply DC power to the DC bus through the switch circuit 316 when the switch circuit 316 is placed before the DC bus.

The second power processing unit 312 may calculate the power consumption of the power processing modules 412a, 412b, 412c, ... installed in the slots 414a, 414b, 414c, The amount of available processing power can be determined. The user can increase the amount of available processing power of the second power processing unit 312 by further mounting the power processing module in the empty slot 414n. As an example, a charging terminal may be further connected to the DC bus, where the user may respond to a charging terminal further connected to the DC bus by further mounting a power handling module in the empty slot 414n. This makes it easy to expand the system.

Meanwhile, the second control unit 314 can perform interleaving control of the power processing modules 412a, 412b, 412c,. Through this interleaving control, the second controller 314 can reduce the ripple appearing in the output current of the second power processor 312.

The central power unit can vary the charging power of each charging terminal.

5A to 5C and 6 are views for explaining an example of varying the charging power supplied to the charging terminal.

5A to 5C and 6, the first vehicle 10a is connected to the first charging terminal 220a, and the central power unit 210 charges all available power to the first charging terminal 220a To supply the charging power of Pa.

Thereafter, the second vehicle 10b is connected to the second charging terminal 220b at the first time point t1, since the central power unit 210 is no longer capable of providing additional power, 210 generates the spare power Pc by reducing the charging power of the first charging terminal 220a to Pb and allows the second charging terminal 220b to supply power as much as Pc to the second vehicle 220a using the spare power Pc. (10b). Of course, in this situation, the central power unit 210 may maintain the second vehicle 10b in a charging standby state without supplying charging power to the second vehicle 10b.

On the other hand, when charging of the first vehicle 10a is completed, the first charging terminal 220a can complete the charging of the first vehicle 10a while gradually reducing the charging power.

At this time, while monitoring the first charging terminal 220a, the central power unit 210 confirms the amount of additional power secured from the second time point t2 to the third time point t3, 2 can increase the charging power for the vehicle 10b.

According to this control, the second charging terminal 220b can charge the second vehicle 10b with the charging power of Pa from the third time point t3 to the fourth time point t4 when the charging is finished.

In the description of the embodiment, only one DC bus is disposed in the DC charging system, but more than two DC buses may be disposed in the DC charging system. The user may separate the charging terminals into a plurality of groups for the sake of safety or space constraints and arrange the DC bus for each group.

7 is a configuration diagram of a DC charging system according to another embodiment.

7, a DC charging system 700 includes a central power unit 710 and a plurality of charging terminals 220a, 220b, 220c and 220d and includes a central power unit 710 and a plurality of charging terminals 220a 220b, 220c, and 220d may be electrically connected by the DC buses DCL1 and DCL2.

The plurality of charging terminals 220a, 220b, 220c, and 220d may include a first power processing unit 324 and a first control unit 322, respectively. The plurality of charging terminals 220a, 220b, 220c, and 220d may be divided into a plurality of groups 730a and 730b.

DC buses DCL1 and DCL2 may be separately installed in the respective groups 730a and 730b. The charging terminals 220a, 220b, 220c, and 220d disposed in the respective groups 730a and 730b may share DC buses DCL1 and DCL2 provided in the groups 730a and 730b, respectively. For example, the charging terminals 220a and 220b disposed in the first group 730a share the first DC bus DCL1 and the charging terminals 220c and 220d in the second group 730b share the second DC And can share the bus DCL2.

The central power unit 710 may include a plurality of second power processing units 712 and 713 and a plurality of switch circuits 716 and 717 corresponding to the respective DC buses DCL1 and DCL2. For example, one second power processor 713 can convert AC power into DC power and transmit it to the first DC bus DCL1 via the first switch circuit 717. [ The other second power processor 712 may convert the AC power into DC power and transmit it to the second DC bus DCL2 via the second switch circuit 716. [

Meanwhile, although not shown in the figure, the central power unit 710 may further include a memory, and may store power supply rules predefined in the memory. The central power unit 710 may control the second power processors 712 and 713 or may control each of the charging terminals 220 according to these power supply rules.

Here, the memory may be configured as a flash memory, a solid state drive (SSD), a hard disk drive (HDD), or another memory type or a combination of a plurality of memory types.

The center power device 710 further includes a display device and is further operable to control the state of the charging terminal 220, the state of the central power device 710, the state of the DC bus DCL, The state of the display device 10, and the like.

In addition, the central power unit 710 can control the charging power of each charging terminal 220 according to the priority of the vehicle 10. For example, when the first charging terminal 220a is connected to the first vehicle first and is being charged, the second charging terminal 220b is connected to a second vehicle having a higher priority than the first vehicle, and , The central power unit 710 may charge the second vehicle by reducing the charging power of the first charging terminal 220a and increasing the charging power of the second charging terminal 220b in the absence of available power.

On the other hand, the switch circuits 716 and 717 may be configured to include semiconductor switches or other switching means, and such semiconductor switches or other switching means can be controlled to be opened or closed by a control signal.

On the other hand, the charging terminal 220 can acquire, as information of the vehicle, information such as the battery capacity, the current SOC (State of Charge), the requested SOC, the charging capacity of the replenishment process, and the battery temperature through communication with the vehicle. This information may then be transmitted to the central power unit 710 via the communication line COML.

On the other hand, the central power unit 710 may further include a function of determining a charging charge according to an embodiment, and this function may be interlocked with an external server. In addition, the central power unit 710 or the charging terminal 220 may further include a function of receiving or paying money from the user.

[0051] The embodiments of the present invention and other embodiments have been described. According to this embodiment, in the charging system for the vehicle, the manufacturing cost is lowered, the charging power is increased, and the size is relatively reduced.

It is to be understood that the terms "comprises", "comprising", or "having" as used in the foregoing description mean that the constituent element can be implanted unless specifically stated to the contrary, But should be construed as further including other elements. All terms, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined. Commonly used terms, such as predefined terms, should be interpreted to be consistent with the contextual meanings of the related art, and are not to be construed as ideal or overly formal, unless expressly defined to the contrary.

The foregoing description is merely illustrative of the technical idea of the present invention, and various changes and modifications may be made by those skilled in the art without departing from the essential characteristics of the present invention. Therefore, the embodiments disclosed in the present invention are intended to illustrate rather than limit the scope of the present invention, and the scope of the technical idea of the present invention is not limited by these embodiments. The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be construed as falling within the scope of the present invention.

Claims (10)

A DC bus in which a DC voltage is formed;
N (N is a natural number of 2 or more) charging terminals which are installed in an outdoor without an awning and share the DC bus and supply DC / DC converted power from the DC bus to the vehicle; And
And a central power unit having an available processing power less than a sum of the available processing power of the N charging terminals,
/ RTI > The method according to claim 1,
The power conversion efficiency of the charging terminal is higher than the power conversion efficiency of the central power unit,
Wherein the charging terminal further includes a first cooling device according to an outdoor environmental condition and a power conversion efficiency,
Wherein the central power unit further comprises a second cooling unit according to environmental conditions and power conversion efficiency of a facility capable of shading. The method according to claim 1,
Wherein the charging terminal is installed in an outdoor parking lot, the central electric power unit is installed in a building capable of shading, and the DC bus electrically connects the charging terminal and the central electric power unit through an underground wiring. The method according to claim 1,
The DC bus has a line resistance,
Wherein the central electric power unit forms the DC voltage formed on the DC bus to be higher than a charging voltage supplied to the vehicle in order to minimize transmission loss. The method according to claim 1,
Wherein the central power unit transmits control information to the N charging terminals so that the sum of the charging powers supplied by the N charging terminals is less than or equal to the power supplied by the central power unit to the DC bus system. 6. The method of claim 5,
The central power unit increases the charging power of the first charging terminal by the first power and decreases the charging power of the second charging terminal by the first power so that the sum of the charging power supplied by the N charging terminals is kept constant, DC charging system to make. A DC bus in which a DC voltage is formed;
A first power processing unit that shares the DC bus and performs DC / DC conversion of electric power supplied from the DC bus to supply it to the vehicle, and performs current control and voltage control according to the voltage state of the vehicle; And a first control unit for determining a charging process and controlling the charging power supplied to the vehicle by controlling the first power processing unit; And
And a second control unit for controlling the second power processing unit and exchanging control information with the first control unit of each charging terminal, wherein the second control unit includes a second power processing unit for AC / A central power unit,
Wherein the second control unit varies the charging power of at least one charging terminal among the plurality of charging terminals in a range of power supplied by the second power processing unit to the DC bus. 8. The method of claim 7,
In a situation where the first charging terminal supplies the maximum charging power to the first vehicle, when the second vehicle connects to the second charging terminal,
Wherein the second control unit decreases the charging power of the first charging terminal by the first power through the exchange of the control information and increases the charging power of the second charging terminal by the first power. A plurality of DC buses in which a DC voltage is formed;
A plurality of charging terminals including a first power processing unit for DC / DC-converting the power supplied from the DC bus and supplying the power to the vehicle, and a first control unit for controlling the first power processing unit; And
A plurality of power processing modules each having a plurality of slots and mounted on the sleeves for AC / DC conversion of AC power to DC power and supplying the AC power to the DC bus, and a second controller for controlling the power processing module and the charging terminal Central power unit
/ RTI > 10. The method of claim 9,
Wherein the charging terminals of the first group of the plurality of charging terminals share a first dc bus and the charging terminals of the second group share a second dc bus and the first dc bus and the second dc bus are separate Installed DC charging system.

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