TWI697172B - Vehicle charging system applied in solid state transformer structure and three-phase power system having the same - Google Patents

Abstract

A vehicle charging system for a solid state transformer structure is coupled to a power grid and charges a plurality of vehicles, or the vehicles feed power back to the power grid. The charging system includes a conversion module, a bus path, a charging module and a control unit. The total conversion capacity of the conversion module is less than a required total capacity of the charging module. The control unit respectively allocates a plurality of required capacities of the charging units according to a conversion upper limit value of the total conversion capacity.

Description

Vehicle charging system and three-phase power system applied to solid-state transformer architecture

The invention relates to a vehicle charging system applied to a solid-state transformer architecture, in particular to a vehicle charging system which reduces the volume and reduces the construction cost.

In the conventional electric vehicle charging field, in order to be able to charge the electric vehicle quickly, it is necessary to increase the power that the charging station can output to achieve the effect of rapid charging. However, in order to avoid the insufficient power supply capacity of the charging station, the design of the charging station usually increases the conversion capacity of the power conversion module that is coupled to the grid at the front end, to avoid the power conversion capacity cannot be met during the peak power consumption period. The required capacity of the terminal charging module, which in turn limits the amount of electricity used to charge the electric vehicle, resulting in the inability to quickly charge the electric vehicle.

However, in order to increase the power supply capacity, the conventional charging station must increase the volume of the transformer in the conversion module, and the power conversion capacity of the conversion module must be designed to be greater than the required capacity of the charging module, and the traditional The conversion module designed by the transformer also does not have the function of bidirectional feeding. Therefore, the size of the charging station cannot be reduced, the design cost cannot be reduced, and during the peak ionization period, additional power loss is added.

Therefore, how to design a carrier charging system applied to the solid-state transformer architecture, using the characteristics of the solid-state transformer and a unique control method to reduce the construction cost, circuit volume and power consumption of the charging system, was studied by the author of this case important topic.

In order to solve the above problems, the present invention provides a vehicle charging system applied to a solid-state transformer architecture to overcome the problems of the conventional technology. Therefore, the charging system of the present invention is coupled to the power grid and charges a plurality of vehicles or feeds the vehicles to the power grid. The charging system includes: a conversion module including a plurality of conversion units, and the first end of each conversion unit is connected in series , And the first end is connected to an AC power supply. The busbar path is coupled to the second end of the conversion unit. The charging module includes a plurality of charging units, the first end of each charging unit is coupled to the busbar path, and the plurality of second ends of the charging unit provides a plurality of DC power supplies to the vehicle, or the second end is received by the vehicle DC power supply. And a control unit, coupled to the charging unit. Wherein, the total conversion capacity of the conversion module is less than the total required capacity of the charging module; the control unit separately allocates a plurality of required capacities of the charging unit according to the conversion upper limit of the total conversion capacity.

In order to solve the above problems, the present invention provides a three-phase power system applied to a solid-state transformer architecture to overcome the problems of the conventional technology. Therefore, the three-phase power system of the present invention is coupled to the power grid and charges a plurality of vehicles, or the vehicles are fed to the power grid. The three-phase power system includes: three sets of charging systems, each of which is coupled to three In a phase AC power supply, one phase of the AC power supply, and each set of charging systems respectively include: a conversion module, including a plurality of conversion units, the first end of each conversion unit is connected in series, and the first end is connected across the AC power supply . The busbar path is coupled to the second end of the conversion unit. The charging module includes a plurality of charging units, the first end of each charging unit is coupled to the busbar path, and the plurality of second ends of the charging unit provides a plurality of DC power supplies to the vehicle, or the second end is received by the vehicle DC power supply. And a control unit, coupled to the charging unit. Among them, the total conversion capacity of the conversion module is less than the charging module The total demand capacity of the group; the control unit allocates a plurality of demand capacities of the charging unit according to the conversion upper limit value of the conversion total capacity.

In order to further understand the technology, means and effects of the present invention to achieve the intended purpose, please refer to the following detailed description and drawings of the present invention. It is believed that the purpose, features and characteristics of the present invention can be obtained in depth and For specific understanding, the accompanying drawings are provided for reference and explanation only, and are not intended to limit the present invention.

100, 100-1, 100-2, 100-3: charging system

10: Three-phase power system

1: Conversion module

12, 12’: Conversion unit

12A, 322-1: isolation transformer

122: AC/DC conversion unit

124: DC/DC conversion unit

2. 2-1, 2-2, 2-3: busbar path

3: charging module

32: Charging unit

32-1: the first end

32-2: Second end

322: DC conversion unit

322-A: First side

322-B: Second side

4: control unit

200: power grid

300: Vehicle

Vac, Vac1, Vac2, Vac3: AC power

Vdc: DC power supply

Vdc1: the first DC power supply

Vbus: bus power

Sc: control signal

Sa: activation signal

1 is a block diagram of a vehicle charging system applied to a solid-state transformer architecture of the present invention; FIG. 2A is a block diagram of a first embodiment of the conversion unit of the invention; FIG. 2B is a block diagram of a second embodiment of the conversion unit of the invention; FIG. 3 It is a block diagram of a charging unit applied to the solid-state transformer architecture of the present invention; and FIG. 4 is a block diagram of a three-phase power system applied to the solid-state transformer architecture of the present invention.

The technical content and detailed description of the present invention are described below with reference to the drawings: Please refer to FIG. 1 for a block diagram of the vehicle charging system of the present invention applied to a solid-state transformer architecture. The charging system 100 is a bidirectional power system. When the power grid 200 charges a plurality of vehicles 300, the charging system 100 receives the AC power Vac from the power grid 200 and converts the AC power Vac into a plurality of DC power sources Vdc to charge the vehicles 300 . The AC power source Vac may be, for example but not limited to, 4.8kV~35kV. When the vehicle 300 feeds back to the power grid 200, the charging system 100 receives the DC power Vdc from the vehicle 300 and converts the DC power Vdc into an AC power Vac and feeds it to the power grid 200. The vehicle 300 may be an electric vehicle, such as a related vehicle such as an electric vehicle or an electric vehicle, or an energy storage system (Energy storage system). In addition, in an embodiment of the present invention, the DC power source Vdc to which each carrier 300 is coupled may not necessarily have the same voltage value, and the voltage value may be determined by the communication between the carrier 300 and the control unit 4.

The charging system 100 includes a power conversion module 1, a bus path 2, a charging module 3, and a control unit 4. The power conversion module 1 is coupled to the power grid 200 and the bus path 2, and the charging module 3 is coupled to the bus path 2. 300 with vehicle. The power conversion module 1 includes a plurality of conversion units 12, and each conversion unit 12 includes a first end 12-1 and a second end 12-2. The first end 12-1 of the conversion unit 12 is coupled in series, and the AC power Vac is connected across the first end 12-1 of the conversion unit 12, so that the serial connector end and the serial tail end of the conversion unit 12 are respectively coupled to the AC power Vac's FireWire and Neutral. One end of the busbar path 2 is coupled to the second end 12-2 of each conversion unit 12, and the other end is coupled to the charging module 3. The charging module 3 includes a plurality of charging units 32, and each charging unit 32 includes a first end 32-1 and a second end 32-2. The first end 32-1 of each charging unit 32 is coupled to the other end of the busbar path 2, and the second end 32-2 of each charging unit 32 is respectively coupled to the carrier 300. The control unit 4 is coupled to each charging unit 32 and communicates with the charging unit 32 through the control signal Sc.

Due to the practical application of the charging system 100, all the charging units 32 are not coupled to the carrier 300 at any time, and the number of the carrier 300 changes generally according to the daily work schedule. For example, but not limited to, the charging system 100 provided in a residential area of a home is usually during off hours, and the vehicle 300 coupled to the charging unit 32 is more, but is less during working hours. Therefore, the total power demand capacity of the charging module 3 is usually higher during off hours, but less during working hours. The main feature of the present invention is that the charging system 100 designs the total power conversion capacity of the power conversion module 1 to be less than the total required capacity of the charging module 3 when the carrier 300 is fully loaded, and the control unit 4 is used to allocate each charging unit 32 The required capacity makes the total conversion capacity of the power conversion module 1 small, but it can still maintain the stable operation of the charging system 100 during peak power consumption (that is, more vehicles 300 are coupled to the charging module 3) , So as not to cause a situation where the capacity of the charging system 100 exceeds the upper limit and the input power is tripped. For example, but not limited to, the total conversion capacity of the power conversion module 1 is 50 kW, and it happens that each charging unit 32 is coupled to the carrier 300, and the control unit 4 passes the control signal No. Sc knows that the total required capacity of the charging module 3 is 60 kW (the total required capacity of each charging unit 32 is added). At this time, the control unit 4 can adjust the demand capacity of each charging unit 32 according to the ratio (for example, reducing the demand capacity of each charging unit 32 by 20%, so that the total demand capacity is reduced to 48kW), so that the total demand capacity (48kW) is restricted to be low The total conversion capacity (50kW).

Specifically, the control unit 4 knows the required capacity of each charging unit 32 through the control signal Sc, and separately allocates the required capacity of each charging unit 32 according to the conversion upper limit value of the conversion total capacity, so that the charging system 100 is maintained at any time The sum of the required capacity is less than the total conversion capacity. For example, but not limited to, the control unit 4 may control the required capacity of the charging unit 32 that is not in use to be set to 0 kW through the control signal Sc, and according to the conversion upper limit value, control the total conversion capacity to be evenly distributed to the charging unit 32 that is in use.

The required capacity of each charging unit 32 has a charging upper limit value, so although the control unit 4 can control the total conversion capacity to be evenly distributed to the charging units 32 in use according to the conversion upper limit value, the control unit 4 will still be based on the charging upper limit The value limits the required capacity of the charging unit 32. For example, but not limited to, the total conversion capacity is 50 kW, the upper charging limit of the charging unit 32 is 10 kW, and only three charging units 32 are being used. At this time, the control unit 4 can control the three charging units 32 to provide 10 kW of power to the vehicle 300 through the control signal Sc. In addition, the power of 10 kW is the upper limit of charging of the charging unit 32. Therefore, if the control unit 4 knows that the power required by the vehicle 300 is less than 10 kW through the control signal Sc, it can provide the corresponding power according to the demand of the vehicle 300 instead of 10kW of power is still provided to the vehicle 300.

In the present invention, the power conversion module 1 is a solid state transformer (Solid State Transformer; SST). The solid state transformer is a new type of smart transformer suitable for smart grid applications, which is mainly used to replace the traditional bulky, oil-immersed high-voltage electricity. Traditional transformer. Specifically, traditional transformers are usually designed to withstand low-frequency high-voltage electricity. Therefore, a wire with a sufficiently large diameter needs to be wound into a transformer to withstand low-frequency high-voltage electricity. Therefore, the traditional transformer is bulky and cannot be used in an environment with limited space. Because the power conversion module 1 of the present invention has a conversion unit with input terminals connected in series 12, and because the conversion unit 12 works in a high-frequency switching environment, the volume of the conversion unit 12 is small. Therefore, the volume of the solid-state transformer can be smaller than that of the transformer used in conventional high-voltage electricity. It can not only realize the functions of voltage conversion (conversion between high voltage and low voltage), electrical isolation and fault isolation, but also realize the frequency conversion (conversion between direct current and alternating current) which cannot be realized by traditional transformers. Moreover, the solid-state transformer has both AC and DC links, which can realize the conversion between the four states of DC low voltage, DC high voltage, AC low voltage, and AC high voltage. Therefore, in the occasion where the AC power supply Vac of the present invention is high-voltage electricity (for example, but not limited to, 4.8kV~35kV), it is particularly suitable for applying a solid-state transformer for bidirectional conversion between high voltage and low voltage. In this way, it overcomes the shortcoming that the traditional transformer is only suitable for single frequency and unidirectional voltage transmission, and cannot convert the voltage bidirectionally.

Since the power conversion module 1 operates at a high frequency through the conversion unit 12, the size of the charging system 100 can be greatly reduced and the weight can be reduced. Moreover, since the total conversion capacity of the power conversion module 1 of the present invention is designed to be smaller than the total required capacity of the charging module 3, the volume of the charging system 100 can be reduced again, and at the same time the construction cost of the charging system 100 is reduced. Due to the miniaturized design of the charging system 100, the charging system 100 can be easily installed at a set point with limited space. Since the total conversion capacity of the power conversion module 1 of the charging system 100 is designed to be smaller than the total required capacity of the charging module 3, the power consumption of the charging system 100 can be reduced during the peak of ionization.

Further, the control unit 4 can receive the activation signal Sa (not shown) provided by the charging unit 32, and the activation signal Sa can represent, for example, but not limited to, identity, amount, power consumption period and other differences. For example, if the charging system 100 is located in a residential community, the control unit 4 can identify whether the vehicle 300 belongs to the community household through the activation signal Sa. When the control unit 4 determines that it corresponds to the activation signal Sa, it represents that the vehicle 300 is the community household. The vehicle 300 has the charging priority; and when the control unit 4 determines that it does not correspond to the activation signal Sa, it represents that the vehicle 300 is not a community household vehicle 300, and has only ordinary charging authority. When the total demand capacity is less than the total conversion capacity, the control unit 4 must be allocated because there is no excess capacity, so the control unit 4 limits the demand capacity to be less than or equal to the upper charging limit That's it. However, when the control unit 4 knows that the total required capacity is greater than or equal to the total converted capacity, the control unit 4 increases the required capacity of the charging unit 32 corresponding to the activation signal Sa according to the activation signal Sa. Among them, there are various ways to increase the required capacity of the charging unit 32 corresponding to the activation signal Sa, for example, proportional increase, equal distribution according to the number of activation signals Sa, and according to the level of community residents. Since the original demanded total capacity is greater than or equal to the converted total capacity, when the control unit 4 increases the demanded capacity of the charging unit 32 corresponding to the activation signal Sa, the demanded total capacity may be increased to be greater than or equal to the converted total capacity. Therefore, the control unit 4 reduces the required capacity of the charging unit 32 that does not correspond to the activation signal Sa according to the activation signal Sa.

Please refer to FIG. 2A for a block diagram of the first embodiment of the conversion unit of the present invention. Each conversion unit 12 includes an AC/DC conversion unit 122 and a DC/DC conversion unit 124, and the AC/DC conversion unit 122 and the DC/DC conversion unit 124 may or may not include an isolation transformer 12A (indicated by a dotted line). The AC/DC conversion unit 122 is coupled to the AC power source Vac and the DC/DC conversion unit 124, and the DC/DC conversion unit 124 is coupled to the busbar path 2. Specifically, when the power grid 200 charges a plurality of vehicles 300, the AC/DC conversion unit 122 receives the AC power Vac, and converts the AC power Vac to the first DC power Vdc1 to provide the first DC power Vdc1 to Dc/dc conversion unit 124. The DC/DC conversion unit 124 converts the first DC power supply Vdc1 to the bus power supply Vbus, and supplies the bus power supply Vbus to the busbar path 2. When the vehicle 300 is fed back to the power grid 200, the DC/DC conversion unit 124 receives the bus power Vbus and converts the bus power Vbus into the first DC power Vdc1 to provide the first DC power Vdc1 to AC/DC conversion Unit 122. The AC/DC conversion unit 122 converts the first DC power supply Vdc1 into an AC power supply Vac, and supplies the AC power supply Vac to the power grid 200.

Please refer to FIG. 2B, which is a block diagram of a second embodiment of the conversion unit of the present invention. Each conversion unit 12' includes an AC/DC conversion unit 122, and the AC/DC conversion unit 122 may or may not include an isolation transformer 12A (indicated by a broken line). One end of the AC/DC conversion unit 122 is coupled to the AC power source Vac, and the other end is coupled to the busbar path 2. Specifically, when the grid When charging the plurality of carriers 300 by 500, the AC/DC conversion unit 122 receives the AC power Vac and converts the AC power Vac to the bus power Vbus to provide the bus power Vbus to the bus path 2. When the vehicle 300 feeds back to the power grid 200, the AC/DC conversion unit 122 converts the bus power Vbus to the AC power Vac, and supplies the AC power Vac to the power grid 200.

Please refer to FIG. 3 for a block diagram of a charging unit of the present invention applied to a solid-state transformer architecture. Each charging unit 32 includes a DC conversion unit 322. The DC conversion unit 322 includes an isolation transformer 322-1. The primary side of the isolation transformer 322-1 is the first side 322-A of the DC conversion unit 322. The secondary side is the second side 322-B of the DC conversion unit 322. The first side 322-A of the DC conversion unit 322 is coupled to the busbar path 2, and the second side 322-B of the DC conversion unit 322 is coupled to the carrier 300. It is worth mentioning that in one embodiment of the present invention, the number of conversion units 12 in FIGS. 2A and 2B may be different from the number of charging units 32 in FIG. 3.

When the power grid 200 charges a plurality of vehicles 300, the first side 322-A of the DC conversion unit 322 receives the bus power Vbus, and converts the bus power Vbus into the DC power Vdc through the isolation transformer 322-1 to convert the DC power Vdc It is provided to the carrier 300 through the second side 322 -B of the DC conversion unit 322. When the vehicle 300 is fed back to the grid 200, the second side 322-B of the DC conversion unit 322 receives the DC power Vdc, and converts the DC power Vdc to the bus power Vbus through the isolation transformer 322-1 to pass the bus power Vbus The first side 322 -A of the DC conversion unit 322 is provided to the busbar path 2. It is worth mentioning that in one embodiment of the present invention, the reason why the DC conversion unit 322 must include an isolation transformer 322-1 is that each carrier 300 can provide or receive different power, so the isolation transformer 322- 1. Isolate each vehicle 300 from the charging system 100 to avoid the situation where the charge and discharge power between the vehicles 300 affect each other.

Please refer to FIG. 4 for a block diagram of a three-phase power system of the present invention applied to a solid-state transformer architecture. The three-phase power system 10 is coupled to the power grid 200 and charges a plurality of vehicles 300 or the vehicles 300 feed the power grid 200. The three-phase power system 10 includes three sets of charging as shown in FIG. 1 System (100-1, 100-2, 100-3), each group of charging systems (100-1, 100-2, 100-3) is respectively coupled to three-phase AC power, one of which is AC power (Vac1 , Vac2, Vac3). The three-phase AC power provided by the power grid 200 is not limited to the connection method, and it may be a delta connection (delta connection) or a star connection (Y connection), and may be a three-phase four-wire type or a three-phase three-wire type. Take the Y-connected 13.2kV three-phase AC power supply as an example, and the voltage of one phase is 7.62kV. The serial connector end and the serial tail end of the conversion unit 12 in each set of charging systems (100-1, 100-2, 100-3) are respectively coupled to the live wire and middle of one of the AC power sources (Vac1, Vac2, Vac3) Sex line. The busbar paths (2-1, 2-2, 2-3) in each group of charging systems (100-1, 100-2, 100-3) are coupled to each other, so that each group of charging systems (100-1 , 100-2, 100-3) The converted bus power Vbus is converged to the bus path (2-1, 2-2, 2-3), and then the power is allocated. The control unit 4 may be a single unit as shown in FIG. 4 and coupled to each charging unit 32 of each group of charging systems (100-1, 100-2, 100-3) to jointly control each group of charging systems (100- 1. The charging unit 32 in 100-2, 100-3). Alternatively, the control units 4 can be split into three groups, the three groups of control units 4 can communicate with each other, and individually control the charging units 32 in each group of charging systems (100-1, 100-2, 100-3). It is worth mentioning that in one embodiment of the present invention, the internal circuit architecture of each set of charging systems (100-1, 100-2, 100-3), the control methods are the same as in FIGS. 1 to 3, and will not be repeated here Repeat them.

In summary, the embodiments of the present invention have the following advantages and effects: 1. The charging system designs the total conversion capacity of the power conversion module to be less than the total required capacity of the charging module, and allocates each charge through the control unit The required capacity of the unit makes the total conversion capacity of the power conversion module small, but it can still maintain the stable operation of the charging system during peak power consumption, without causing the charging system capacity to exceed the upper limit and tripping the power protector Efficacy; 2. Due to the application of the charging system combined with the solid-state transformer, the conversion unit is suitable for bidirectional conversion between high voltage and low voltage, thus overcoming the shortcomings that the traditional is only suitable for single frequency and unidirectional voltage transmission; 3. Because the conversion unit of the solid-state transformer works at high frequency, and the total conversion capacity of the conversion module is designed to be smaller than the total required capacity of the charging module, it can achieve a significant reduction in the size of the charging system; and 4. The unit can increase the demand capacity of the charging unit corresponding to the activation signal according to the activation signal provided by the charging unit, and reduce the demand capacity of the charging unit that does not correspond to the activation signal according to the activation signal, thus avoiding congestion in use effect.

However, the above is only a detailed description and drawings of preferred specific embodiments of the present invention, but the features of the present invention are not limited thereto, and are not intended to limit the present invention. All scope of the present invention should be applied as follows The scope of the patent shall prevail, and all the embodiments which conform to the spirit of the present invention and similar changes shall be included in the scope of the present invention, and anyone who is familiar with this skill in the field of the present invention can easily think about it Changes or modifications can be covered in the patent scope of the following case. In addition, the features mentioned in the patent application scope and the description can be implemented individually or in any combination.

100: charging system

1: Power conversion module

12: Conversion unit

12-1: the first end

12-2: Second end

2: bus path

3: charging module

32: Charging unit

32-1: the first end

32-2: Second end

4: control unit

200: power grid

300: Vehicle

Vac: AC power

Vdc: DC power supply

Sc: control signal

Claims (15)

A vehicle charging system applied to a solid-state transformer architecture, coupled to a power grid, and charging a plurality of vehicles, or the vehicles are fed to the power grid, the vehicle charging system includes: a conversion module, including a plurality of Conversion units, a first end of each conversion unit is connected in series, and the first ends are connected to an AC power supply; a busbar path is coupled to a second end of each conversion unit; a charging module includes: A plurality of charging units, a first end of each charging unit is coupled to the busbar path, and a plurality of second ends of the charging units provide a plurality of DC power supplies to the carriers, or the second ends are The carriers receive the DC power supplies; and a control unit coupled to the charging units; wherein a total conversion capacity of the conversion module is the power conversion capacity that the conversion module can provide, and the total conversion capacity Less than a total demanded capacity of the charging module; the control unit separately allocates a plurality of demanded capacities of the charging units according to a conversion upper limit value of the converted total capacity. The vehicle charging system as described in item 1 of the patent application scope, wherein each conversion unit includes: an AC/DC conversion unit coupled to the AC power supply; and a DC/DC conversion unit coupled to the AC/DC conversion Unit and the busbar path; wherein, the AC/DC conversion unit converts the AC power to a first DC power supply, and the DC/DC conversion unit converts the first DC power to a bus power supply to The busbar path, or the DC/DC conversion unit converts the bus power to the first DC power and the AC/DC conversion unit converts the first DC power to the AC power. The vehicle charging system as described in item 1 of the patent application scope, wherein each conversion unit includes: An AC/DC conversion unit is coupled to the AC power supply and the bus path; wherein, the AC/DC conversion unit converts the AC power into a bus power to provide to the bus path, or converts the bus power into The AC power supply. The vehicle charging system as described in item 1 of the patent application scope, wherein each charging unit includes: a DC converter unit having a first side and a second side, the first side being coupled to the bus path, and The second side is coupled to one of the DC power supplies; wherein the DC conversion unit converts a bus power provided by the bus path into one of the DC power supplies, or the DC power supply The conversion unit converts one of the DC power supplies to the bus power supply. The vehicle charging system as described in item 1 of the patent application scope, wherein the demand capacities have a plurality of charging upper limits, and the demand capacities are correspondingly less than or equal to the charging upper limits. The vehicle charging system as described in item 5 of the patent application scope, wherein the control unit receives at least one activation signal provided by at least one of the charging units and increases the demand according to the at least one activation signal Among the capacities, at least one required capacity corresponding to the at least one activation signal. The vehicle charging system as described in item 6 of the patent application scope, wherein the sum of the demanded capacity is equal to the total converted capacity, and the control unit reduces the demanded capacity according to the at least one activation signal. At least one required capacity of an activation signal. A three-phase power system applied to a solid-state transformer architecture is coupled to a power grid and charges a plurality of vehicles, or the vehicles are fed to the power grid. The three-phase power system includes: three sets of charging systems, each The group charging system is respectively coupled to an AC power source of one phase of the three-phase AC power source, and each group charging system includes: A conversion module includes a plurality of conversion units, a first end of each conversion unit is connected in series, and the first ends are connected across the AC power supply; a busbar path is coupled to a second end of the conversion units A charging module, including a plurality of charging units, a first end of each charging unit is coupled to the bus path, and a plurality of second ends of the charging units provide a plurality of DC power supplies to the vehicles, Or the second ends receive the DC power supplies from the carriers; and a control unit coupled to the charging units; wherein a total conversion capacity of the conversion module is less than a total required capacity of the charging module The control unit separately allocates a plurality of required capacities of the charging units according to a conversion upper limit of the total conversion capacity. The three-phase power supply system as described in item 8 of the patent application scope, wherein each conversion unit includes: an AC/DC conversion unit coupled to the AC power supply; and a DC/DC conversion unit coupled to the AC/DC conversion Unit and the busbar path; wherein, the AC/DC conversion unit converts the AC power to a first DC power supply, and the DC/DC conversion unit converts the first DC power to a bus power supply to The busbar path, or the DC/DC conversion unit converts the bus power to the first DC power and the AC/DC conversion unit converts the first DC power to the AC power. The three-phase power supply system as described in item 8 of the patent application scope, wherein each conversion unit includes: an AC/DC conversion unit coupling the AC power supply and the busbar path; wherein, the AC/DC conversion unit converts The AC power is converted into a bus power and provided to the bus path, or the bus power is converted into the AC power. The three-phase power system as described in item 8 of the patent application, wherein each charging unit includes: a DC converter unit having a first side and a second side, the first side is coupled to the bus path, and The second side is coupled to one of the DC power supplies; wherein the DC conversion unit converts a bus power provided by the bus path into one of the DC power supplies, or the DC power supply The conversion unit converts one of the DC power supplies to the bus power supply. The three-phase power supply system as described in item 8 of the patent application scope, wherein the busbar paths in each group of charging systems are coupled to each other. The three-phase power supply system as described in item 8 of the patent application scope, wherein the demand capacities have a plurality of charging upper limits, and the demand capacities are correspondingly less than or equal to the charging upper limits. The three-phase power supply system as described in item 13 of the patent application scope, wherein the control unit receives at least one activation signal provided by at least one of the charging units, and increases the demand according to the at least one activation signal Among the capacities, at least one required capacity corresponding to the at least one activation signal. The three-phase power supply system as described in item 14 of the patent application scope, wherein the sum of the demanded capacity is equal to the total converted capacity, and the control unit reduces the demanded capacity according to the at least one activation signal. At least one required capacity of an activation signal.

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