WO2018028561A1 - 一种充电系统及充电控制方法 - Google Patents

一种充电系统及充电控制方法 Download PDF

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Publication number
WO2018028561A1
WO2018028561A1 PCT/CN2017/096401 CN2017096401W WO2018028561A1 WO 2018028561 A1 WO2018028561 A1 WO 2018028561A1 CN 2017096401 W CN2017096401 W CN 2017096401W WO 2018028561 A1 WO2018028561 A1 WO 2018028561A1
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Prior art keywords
charging
module
power
subsystem
bus
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PCT/CN2017/096401
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English (en)
French (fr)
Inventor
姜德来
华桂潮
Original Assignee
英飞特电子（杭州）股份有限公司
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Publication date
Priority claimed from CN201610656870.3A external-priority patent/CN106114270B/zh
Priority claimed from CN201620870825.3U external-priority patent/CN205951740U/zh
Application filed by 英飞特电子（杭州）股份有限公司 filed Critical 英飞特电子（杭州）股份有限公司
Publication of WO2018028561A1 publication Critical patent/WO2018028561A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention claims the priority of the Chinese patent application filed on August 11, 2016, the Chinese Patent Office, the application number is 201610656870.3, and the invention name is "a charging system and a charging control method", and the request is on August 11, 2016.
  • the priority of the Chinese Patent Application which is hereby incorporated by reference in its entirety in its entirety in its entirety in the the the the the the the the the the the the
  • the present invention relates to the field of electric vehicle technology, and in particular, to a charging system and a charging control method suitable for a new energy vehicle.
  • a charging system composed of a plurality of chargers, which are independent of each other, and each independently receives power from the distribution network to charge the connected electric vehicle.
  • the charging system is shown in Fig. 1. It is mainly composed of a plurality of chargers, each of which is realized by an AC-DC module (for converting alternating current to direct current). Since the existing electric vehicle specifications are different, the required charging power is also different, which requires that the power configuration of each charger in the charging station is a charging power that can satisfy the maximum charging demand.
  • the invention provides a charging system and a charging control method, which solve the problem that the charging station resources are wasted and the power utilization rate is low in the prior art.
  • the present invention provides the following technical solutions:
  • a charging system for charging new energy vehicles including:
  • At least one energy transfer module for performing power transfer At least one energy transfer module for performing power transfer
  • Two of the charging subsystems are connected by one of the energy transfer modules, and if the power supply power provided by any one of the two charging subsystems is insufficient, one of the charging powers with excess power supply
  • the electronic system transmits power to the charging subsystem with insufficient power supply through the connected energy transfer module.
  • the charging subsystem comprises: an energy supply unit, a charging unit, a bus voltage detecting module and a control module; wherein:
  • An output end of the energy supply unit is connected to an input end of the charging unit; the output end of the charging unit is used to connect the new energy vehicle;
  • An input end of the bus voltage detecting module is connected to a DC bus between the energy supply unit and the charging unit, and receives a bus voltage detection signal;
  • An output end of the bus voltage detecting module is connected to an input end of the control module, and outputs a bus voltage detecting signal
  • An output end of the control module is connected to the charging unit, and outputs a control signal;
  • the control signal is: controlling the derating output of the charging unit when the bus voltage detection signal is lower than a preset reference value signal;
  • the energy transfer module is connected to the energy supply unit via the DC bus, and the DC bus is used to complete the transmission of power between the two charging subsystems connected by the energy transfer module.
  • the maximum allowable output power of the energy supply unit is less than the rated output power of the charging unit in the charging subsystem in which it is located.
  • the energy supply unit comprises at least one AC-DC module, and/or at least one DC-DC module;
  • the charging unit includes a plurality of DC-DC charging modules.
  • the charging subsystem comprises an AC-DC module, a plurality of DC-DC charging modules, a DC bus and a control module;
  • the output of the AC-DC module is connected to the DC bus, and the DC bus is powered by the DC-DC charging module in the charging subsystem in which the DC bus is located;
  • the input ends of the plurality of DC-DC charging modules are connected to the DC bus, and the output ends thereof are used for connecting the new energy vehicles, and issuing charging requirements to the control module;
  • the DC-DC charging module outputs a charging demand signal and serves as an input signal of the control module
  • the maximum output power of the AC/DC module is less than the sum of the powers of all DC-DC charging modules in the charging subsystem in which it is located;
  • the control module allocates powers of the plurality of DC-DC charging modules in the charging subsystem according to different charging demand signals, maximum power that the AC-DC module can output, and power delivered by the energy transfer module;
  • the energy transfer module is connected to the AC-DC module through the DC bus, and the DC bus is used to complete the transmission of power between the two charging subsystems connected by the energy transfer module.
  • the AC-DC module in the charging subsystem and one or more of the DC-DC charging modules connected through a DC bus are respectively disposed in different spaces of the charging subsystem;
  • the DC-DC charging module is disposed in an area where the new energy vehicle is parked.
  • the method further includes: an energy storage module disposed in one or more of the charging subsystems;
  • the energy storage modules are respectively connected to one of the AC-DC modules and each of the DC-DC charging modules through a DC bus;
  • the AC-DC module charges the energy storage module through the DC bus
  • the energy storage module supplies power to each of the DC-DC charging modules through the DC bus.
  • the energy storage module is a device or circuit having stored electrical power.
  • the method further includes: an energy storage module disposed in one or more of the charging subsystems;
  • a bidirectional DC-DC module connected to the energy storage module, and another port of the bidirectional DC-DC module is simultaneously connected to the AC-DC module and each of the DC-DC charging modules through a DC bus. And being connected to an output of the control module;
  • the AC-DC module charges the energy storage module through the bidirectional DC-DC module;
  • the energy storage module charges each of the DC-DC charging modules through the bidirectional DC-DC module.
  • the energy transfer module comprises:
  • a determining module for determining whether a total power obtained by a DC-DC charging module in any one of the charging subsystems connected to the energy transfer module is a required total power
  • a transfer control module connected to the judging module, the other port of the transfer control module is connected to the bidirectional DC-DC switch module, and when the judgment module determines that the total power obtained is less than the
  • the transfer control module controls the bidirectional DC-DC switching module to transfer the power of the power in the other charging subsystem to the current power supply when the other charging subsystem has excess power supply power. Insufficient charging subsystem.
  • the excess power supply is the difference between the maximum power that the AC-DC module can output and the total power required by the current DC-DC charging module in the charging subsystem;
  • connecting the two charging subsystems through one of the energy transfer modules comprises:
  • Two adjacent said charging subsystems are connected by one of said energy transfer modules.
  • a charging control method is applicable to the charging system described above, and the charging control method includes:
  • the charging subsystem whose output power is greater than the total power required by the DC-DC is an excess power supply charging subsystem, and the charging subsystem whose output power is smaller than the total power required by the DC-DC is insufficient power supply. Charging subsystem.
  • determining the magnitude relationship between the output power that can be provided in any of the charging subsystems and the total power required by the DC-DC includes:
  • the relationship between the output power that can be provided in any charging subsystem and the total power required by the DC-DC is determined, including:
  • the present invention provides a charging system and a charging control method, the charging system including at least one energy transfer module for power transmission and a plurality of charging subsystems for supplying power to the new energy vehicle,
  • the charging subsystem is connected by one of the energy transfer modules, if any one of the two charging subsystems can provide insufficient power supply, and the other charging subsystem has excess power supply At this time, the charging subsystem with excess power supply transmits power to the charging subsystem with insufficient power supply through the connected energy transfer module.
  • the invention adopts an energy transfer module to connect two charging system structures to realize the purpose of fully utilizing the charging station resources, and at the same time, for two charging subsystems, one of the power supply power is insufficient, and the other has excess power supply power, and the energy is passed.
  • the transfer module performs the transmission of power between the two charging subsystems, which not only improves the power utilization rate of each charging subsystem, but also saves the charging time of the new energy vehicle and improves the charging efficiency of the new energy vehicle.
  • FIG. 1 is a schematic structural view of a charging system disclosed in the prior art
  • FIG. 2 is a schematic structural diagram of a charging system according to an embodiment of the present invention.
  • FIG. 3 is a schematic structural diagram of an energy transfer module according to an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of another charging system according to an embodiment of the present invention.
  • FIG. 5 is a schematic structural diagram of another charging system according to an embodiment of the present invention.
  • FIG. 6 is a schematic structural diagram of another charging system according to an embodiment of the present invention.
  • FIG. 7 is a schematic structural diagram of another charging system according to an embodiment of the present invention.
  • FIG. 8 is a schematic flowchart diagram of a charging control method according to an embodiment of the present invention.
  • the invention provides a charging system, which is particularly suitable for new energy vehicles.
  • the charging system includes:
  • At least one energy transfer module for power transfer At least one energy transfer module for power transfer.
  • a plurality of charging subsystems that provide power to the new energy vehicle.
  • the two charging subsystems are connected by one of the energy transfer modules, and if any one of the two charging subsystems can provide insufficient power supply power, the one with excess power supply is provided.
  • the charging subsystem transfers power to the charging subsystem with insufficient power supply through the connected energy transfer module.
  • At least two charging subsystems are connected by an energy transfer module.
  • the charging system includes N energy transfer modules for performing power transfer; and M charging subsystems for supplying power to the new energy vehicle, wherein the value of N is greater than or equal to 1, and the value range of M It is N+1 ⁇ 2N, including the endpoint value.
  • N the value of N is greater than or equal to 1
  • M the value range of M It is N+1 ⁇ 2N, including the endpoint value.
  • any two of the charging subsystems are connected by one energy transfer module, and if any one of the two charging subsystems can provide insufficient power supply, the power supply is redundant.
  • One of the charging subsystems of power transfers power to the charging subsystem having insufficient power supply through the connected energy transfer module.
  • any two charging subsystems are connected through one energy transfer module, specifically: two adjacent charging subsystems are connected by one energy transfer module.
  • one charging subsystem is connected to any two other charging subsystems through two different energy transfer modules.
  • one charging subsystem is connected to its two adjacent charging subsystems by two different energy transfer modules.
  • the transmission of power between two charging subsystems is performed by the energy transfer module, which not only improves the power utilization rate of each charging subsystem, but also saves new energy vehicles.
  • the charging time and the charging efficiency of new energy vehicles are explained in detail by the following examples using new energy vehicles.
  • FIG. 2 is a schematic structural diagram of a charging system according to an embodiment of the present invention.
  • Two charging subsystems (a charging subsystem 11 and a charging subsystem 12) are provided in FIG. 2, and the charging sub-connector is connected.
  • the charging subsystem 11 and the charging subsystem 12 are connected to the energy transfer module 10 via a DC bus 13 .
  • the charging subsystem 11 and the charging subsystem 12 If the power supply power provided by any one of the charging subsystem 11 and the charging subsystem 12 is insufficient, another charging subsystem having excess power supply power is insufficient to supply power through the connected energy transfer module 10.
  • the charging subsystem delivers power to the power supply.
  • the junction of the charging subsystem 11 and the charging subsystem 12 The structure is the same.
  • the charging subsystem 11 and the charging subsystem 12 mainly include:
  • the AC-DC module 100 a plurality of DC-DC charging modules 101, a DC bus 13, and a control module 102.
  • the AC-DC module 100 is connected to one or more DC-DC charging modules 101 via a DC bus 13 .
  • the two output ends of the AC-DC module 100 have a positive terminal connected to the DC bus 13 and a negative terminal connected to the reference potential terminal (ground terminal).
  • the two input ends of the DC-DC charging module 101 are connected to the DC bus 13 at one end and to the reference potential terminal (ground) at the other end.
  • the control module 102 is connected to the AC-DC module 100 and the DC-DC charging module 101, respectively.
  • the output of the AC-DC module 100 is connected to the DC bus 13 , and the DC bus 13 is supplied with electric power through the DC bus 13 in the charging subsystem in which it is located.
  • the input terminals of the plurality of DC-DC charging modules 101 are connected to the DC bus 13 and the output terminals thereof are used to connect the new energy vehicles and issue charging requirements to the control module 102.
  • the DC-DC charging module 101 outputs a charging demand signal and serves as an input signal to the control module 102.
  • the maximum output power of the AC/DC module 100 is less than the sum of the powers of all DC-DC charging modules in the charging subsystem in which it is located.
  • the energy transfer module 10 is connected to the AC-DC module 100 of the two charging subsystems via the DC bus 13, and the DC bus 13 is used to complete the connection between the two charging subsystems of the energy transfer module 10 Delivery of power supply.
  • control module in each charging subsystem allocates the maximum output power of the AC-DC module and the power delivered by the energy transfer module according to different charging demand signals, and reasonably allocates more in the charging subsystem.
  • the power supply of a DC-DC charging module is a DC-DC charging module.
  • the charging subsystem 12 has insufficient power
  • the charging subsystem 11 has excess power
  • the power supply module 10 transmits the power of the AC-DC module in the charging subsystem 11 to the charging through the DC bus 13 in the same manner as described above.
  • the maximum output power of the AC-DC module 100 can be configured according to the maximum power provided by the power grid; the maximum output power of the AC-DC module 100 is less than the sum of the powers of all the DC-DC charging modules 101 in the charging subsystem in which it is located. .
  • the structure of the energy transfer module 10 is as shown in FIG. 3, and mainly includes: a determining module 301, a transfer control module 302, and a bidirectional DC-DC switching module 303;
  • the determining module 301 is configured to determine whether the total power obtained by the DC-DC charging module in any charging subsystem connected to the energy transfer module 10 is the required total power;
  • One port of the transfer control module 302 is connected to the judging module 301, and the other port is connected to the bidirectional DC-DC switch module 303;
  • the transfer control module 302 controls the bidirectional DC-DC switching module 303 to The power supply in a charging subsystem is transferred to a charging subsystem that is currently underpowered.
  • the excess power supply may be the difference between the maximum power that the AC-DC module can output and the total power required by the current DC-DC charging module in the charging subsystem.
  • the excess power supply may be the difference between the power of the charging subsystem capable of supplying the DC-DC charging module and the total power required by the current DC-DC charging module.
  • the energy transfer module 10 transmits the excess power of the charging subsystem 12 through the DC bus.
  • the charging subsystem 11 is supplied.
  • centralized power distribution is performed by the control module for each charging subsystem, thereby realizing reasonable utilization of the power supply of the charging system, that is, improving the utilization rate of the charging system.
  • the control in the charging subsystem with insufficient power supply The module 102 receives the charging demand information sent by the respective DC-DC charging modules 101 connected thereto, and generates the DCs according to the charging demand information, the maximum output power of the AC-DC module 100, and the power supply transmitted by the energy transfer module 10.
  • the DC charging module 101 allocates a distribution ratio of the corresponding power supply.
  • the charging demand information may include one or more pieces of information, that is, a charging power amount that may be required for each DC-DC charging module 101, or an order of sending charging demand information for each DC-DC charging module 101, or
  • the priority of the charging demand information transmitted by each DC-DC charging module 101 may also be one or more of the durations that the DC-DC charging module 101 charges the new energy vehicle.
  • the charging power required by each DC-DC charging module 101 is the maximum charging power of the new energy vehicle whose required power is required.
  • the power transmission between the two charging subsystems is transmitted through the energy transfer module, thereby not only improving the respective charging sub-carriers.
  • the power utilization of the system also greatly reduces the occurrence of charging problems caused by insufficient power supply of the AC-DC module; further saving the charging time of the new energy vehicle and improving the charging efficiency of the new energy vehicle.
  • the AC-DC module 100 in the charging subsystem 11 and the charging subsystem 12 and the plurality of DC-DC charging modules 101 connected through the DC bus 13 are respectively disposed in the charging device In different spaces of the electronic system;
  • the smaller DC-DC charging module 101 is disposed in the area where the new energy vehicle is parked; the larger AC-DC module 100 can be disposed in a larger or farther area, and need not be disposed in the space. With this setting, the charging place of new energy vehicles can greatly reduce the floor space of new energy vehicles.
  • the charging system includes: in addition to the components in FIG. 2 , the charging system is disposed in the charging subsystem. Energy storage module 103;
  • an energy storage module 103 is disposed in both the charging subsystem 11 and the charging subsystem 12.
  • the energy storage module 103 may be disposed in all the charging subsystems, or may be disposed in the partial charging subsystem;
  • the energy storage module 103 is respectively connected to the AC-DC module 100 and the respective DC-DC charging modules 101 through the DC bus 13;
  • the AC-DC module 100 charges the energy storage module 103 through the DC bus 13;
  • the energy storage module 103 supplies power to the respective DC-DC charging modules 101 through the DC bus 13.
  • control module 102 that is, the charging and discharging of the energy storage module 103 is controlled by the control module 103;
  • control module 102 controls the output power, the working state, and the like of the AC-DC module 100, and controls the power allocation of each DC-DC charging module 101 according to a preset algorithm, and by controlling the AC-DC module 100 and the DC-DC.
  • the charging module 101 controls the charging or discharging of the energy storage module 103.
  • the energy storage module 103 is a device or circuit having stored electrical power; specifically, an energy storage battery, a storage capacitor, and the like;
  • the premise that the energy storage module charges the DC-DC charging module is that the output voltage of the AC-DC module is lower than the output voltage of the energy storage module.
  • an energy storage module is added for each or part of the charging subsystem.
  • the energy storage module provides energy to the DC-DC charging module. It plays the role of cutting peaks and filling valleys, thereby reducing the total power of the AC-DC module and overcoming the bottleneck problem of the grid power supply capacity during the development of new energy vehicle charging stations;
  • the energy transfer module connects the two charging subsystems
  • the power required by the DC-DC charging module in one of the charging subsystems is greater than the maximum power that the AC-DC module and the energy storage module can provide
  • the energy transfer The module can also be used to supplement the power supply of another charging subsystem to supplement the power supply.
  • reducing the power required by the DC-DC charging module is greater than the maximum power that the AC-DC module and the energy storage module can provide, saving the charging time of the new energy vehicle and improving the charging of the new energy vehicle. effectiveness.
  • the charging system is provided with a charging device of the energy storage module 103 in addition to the components in FIG.
  • the system further includes: a bidirectional DC-DC module 104;
  • One port of the bidirectional DC-DC module 104 is connected to the energy storage module 103, the other port is connected to the AC-DC module 100 through the DC bus 13 and each DC-DC charging module 101, and there is also a port and a control module 102.
  • the output is connected;
  • the AC-DC module 100 charges the energy storage module 103 through the bidirectional DC-DC module 101;
  • the energy storage module 103 charges the respective DC-DC charging modules 101 through the bidirectional DC-DC module 104.
  • control module 102 controls the bidirectional DC-DC module 104 to control the energy storage module 103 connected thereto to perform charging and discharging;
  • control module 102 controls the output power, the working state, and the like of the AC-DC module 100, and controls the power allocation of each DC-DC charging module 101 according to a preset algorithm, and by controlling the AC-DC module 100 and the bidirectional DC-
  • the DC module 104 controls the charging of the energy storage module 103, and controls the discharge of the energy storage module 103 by controlling the DC-DC charging module 101 and the bidirectional DC-DC module 104.
  • the difference from the charging system disclosed in FIG. 4 is that the output terminal voltage of the AC-DC module (ie, the voltage on the DC bus) is independent of the energy storage module. Voltage. Therefore, the voltage value of the DC bus is not limited by the voltage of the energy storage module, and can be set at a certain voltage regulation value, which is beneficial to the optimization design of the AC-DC module and the overall efficiency of the charging system.
  • the energy transfer module when the power required by the DC-DC charging module in any charging subsystem is greater than the maximum power that the AC-DC module and the energy storage module can provide, the energy transfer module is also The power supply of another charging subsystem can be provisioned to supplement the power supply. Thereby reducing the power required by the DC-DC charging module is greater than the maximum power that the AC-DC module and the energy storage module can provide, saving the charging time of the new energy vehicle and improving the charging of the new energy vehicle. effectiveness.
  • FIG. 6 is a schematic structural diagram of another charging system according to an embodiment of the present invention.
  • Two charging subsystems (a charging subsystem 61 and a charging subsystem 62) are provided in FIG. 6, and the charging is connected.
  • the charging subsystem 61 and the charging subsystem 62 are connected to the energy transfer module 10 via the DC bus 13 .
  • the charging subsystem 61 and the charging subsystem 62 have the same structure. As shown in FIG. 6, the charging subsystem 61 and the charging subsystem 62 mainly include: an energy supply unit 601 and a charging unit. 602, bus voltage detection module 603 and control module 604;
  • the output of the energy supply unit 601 is connected to the input of the charging unit 602, and the output of the charging unit 602 is used to connect the new energy vehicle (the output of the charging unit is not shown).
  • the maximum allowable output power of the energy supply unit 601 is smaller than the rated output power of the charging unit 602 in the charging subsystem in which it is located.
  • the input end of the bus voltage detecting module 603 is connected to the DC bus 13 between the energy supply unit 601 and the charging unit 602 to receive the bus voltage detection signal.
  • the output of the bus voltage detection module 603 is connected to the input of the control module 604 to output a bus voltage detection signal.
  • the output of the control module 604 is coupled to the charging unit 602 to output a control signal.
  • the control signal is: when the bus voltage detection signal is lower than the preset reference value, the control unit 602 is controlled to derate the output control signal.
  • the energy transfer module 10 is connected to the energy supply unit 601 via the DC bus 13 and utilizes the DC bus 13 to complete the transfer of power between the charging subsystem 61 and the charging subsystem 62 to which the energy transfer module 10 is connected.
  • the energy supply unit 601 charges the new energy vehicle through the charging unit 602; the bus voltage detecting module 603 detects the voltage on the DC bus between the energy supply unit 601 and the charging unit 602, and outputs the detected bus voltage detection signal V f .
  • the control module 604 determines according to the bus voltage detection signal V f , and outputs a control signal V ki when the bus voltage detection signal V f is lower than the preset reference value V BUS , and controls the charging unit 602 to derate the output, so that The bus voltage is stable to ensure proper system operation.
  • the charging subsystem provided by the embodiment of the present invention can ensure stable operation of the system through the above principle; the energy management unit in the prior art is eliminated, the system cost is reduced; and the bus voltage detection signal obtained only by the bus voltage detection is The corresponding control strategy can be obtained, and the real-time calculation of the system energy relationship in the prior art is not needed, which reduces the complexity of the algorithm.
  • the energy transfer module 10 shown in FIG. 6 may be specifically the energy transfer module shown in FIG. 3, which mainly includes: a determining module 301, a transfer control module 302, and a bidirectional DC-DC switching module 303;
  • the determining module 301 is configured to determine whether the total power obtained by the charging unit 602 in any one of the charging subsystems connected to the energy transfer module 10 is the required total power; in this embodiment, according to the bus voltage determination and energy transfer Whether the total power obtained by the charging unit 602 in any of the charging subsystems connected to the module 10 is the required total power.
  • One port of the transfer control module 302 is connected to the judging module 301, and the other port is connected to the bidirectional DC-DC switch module 303;
  • the transfer control module 302 controls the two-way DC-DC switching module 303 to charge another battery.
  • the power supply in the electronic system is transferred to the charging subsystem that is currently underpowered.
  • the energy supply unit 601 includes at least one AC-DC charging module, and/or at least one DC-DC charging module.
  • the DC-DC charging module may be an energy storage module, a solar charging module, etc., which is not specifically limited herein, and may be within the protection scope of the present invention depending on the environment.
  • the maximum allowable output power of the energy supply unit 601 includes not only the output power of all AC-DC charging modules but also all DC- DC charging module output power
  • the charging unit comprises a plurality of DC-DC charging modules.
  • FIG. 7 another embodiment disclosed in the embodiment of the present invention is disclosed.
  • Schematic diagram of a charging system Two charging subsystems (charging subsystem 71 and charging subsystem 72) are shown in Figure 7, as well as an energy transfer module 10 that connects the charging subsystem 71 and the charging subsystem 72.
  • the charging subsystem 71 and the charging subsystem 72 are connected to the energy transfer module 10 via a DC bus 13 .
  • the energy transfer module 10 has the same structure as the energy transfer module 10 shown in FIG. 6 above, and can be referred to, and details are not described herein.
  • the charging subsystem 71 and the charging subsystem 72 are identical in structure.
  • the charging subsystem 71 and the charging subsystem 72 mainly include: an energy supply unit, a charging unit, a bus voltage detecting module 703 and a control module 704;
  • the energy supply unit is implemented by the AC-DC module 701.
  • the charging unit is implemented by a DC-DC charging module set.
  • the DC-DC charging module set includes a plurality of parallel DC-DC charging modules 702. It should be noted that, in the embodiment shown in FIG. 7, the bus voltage detecting module 703 and the control module 704 are both selected independently of the charging unit, and the control module 704 generates the multi-channel control signal V ki , and the specific number is included by the charging unit.
  • the number of parallel DC-DC charging modules 702 determines that each control signal V ki corresponds to a parallel DC-DC charging module.
  • the present invention further provides another embodiment.
  • the charging unit includes N DC-DC charging modules 702, the number of the bus voltage detecting module 703 and the control module 704 is N; N is a positive integer greater than 1.
  • the output ends of the N bus voltage detecting modules 703 are connected to the input terminals of the N control modules 704 in a one-to-one correspondence;
  • the N pieces of the control signals outputted by the output ends of the N control modules 704 are output to the N DC-DC charging modules in one-to-one correspondence.
  • the energy supply unit, the charging unit, the bus voltage detecting module 703 and the control module 704 shown in the embodiment of the present invention and the energy supply unit 601, the charging unit 602, the bus voltage detecting module 603 and the control module 604 shown in FIG. 6 work. The same is true, see for reference, and will not be repeated here.
  • the charging system provided by the embodiment of the invention can ensure the stable operation of the system by the above principle; the energy management unit in the prior art is eliminated, the system cost is reduced; and the bus voltage detection signal obtained only by the bus voltage detection is Corresponding control strategy can be obtained without The real-time calculation of the system energy relationship in the technology reduces the complexity of the algorithm.
  • FIG. 8 it is a schematic flowchart of a charging control method disclosed in an embodiment of the present invention. include:
  • the energy transfer module determines a magnitude relationship between an output power that can be provided in two charging subsystems connected thereto and a total power required by the DC-DC, and if the output power is greater than a total power required by the DC-DC, Determining that the charging subsystem is a charging subsystem with excess power supply. If the output power is less than the total power required by the DC-DC, determining that the charging subsystem is a charging subsystem with insufficient power supply;
  • the charging subsystem when the charging subsystem provides output power by the AC-DC module, it is determined that the AC is in any of the charging subsystems. - the relationship between the output power of the DC module and the total power required by the DC-DC;
  • the magnitude relationship between the total output power of the AC-DC module and the energy storage module in any charging subsystem and the total power required by the DC-DC is determined.
  • the charging control module preferably, after the excess power supply of the charging subsystem of the excess power supply is transmitted to the charging subsystem with insufficient power supply power, the charging subsystem with insufficient power supply power
  • the control module generates a distribution ratio of the respective power supply power to each DC-DC charging module according to the charging demand information of each DC-DC charging module, the maximum output power of the AC-DC module, and the power supply power delivered by the energy transfer module;
  • the AC-DC module provides corresponding power supply power to the DC-DC charging module connected thereto according to the distribution ratio;
  • the control module according to the charging demand information of each DC-DC charging module, the maximum output power of the AC-DC module, the power supply and energy transfer stored in the energy storage module.
  • the power delivered by the module is generated as each The DC-DC charging module allocates a distribution ratio of the corresponding power supply.
  • the power transmission between the two charging subsystems is performed by the energy transfer module, which not only improves the power utilization rate of each charging subsystem, but also saves The charging time of new energy vehicles and the charging efficiency of new energy vehicles have been improved.

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Abstract

一种充电系统及充电控制方法，该充电系统包括至少一个进行功率传递的能量传递模块（10）和多个向新能源交通工具提供电量的充电子系统（11,12），两个所述充电子系统（11,12）通过一个所述能量传递模块（10）相连；采用一个能量传递模块（10）连接两个充电子系统（11,12）的结构实现充分利用充电站资源的目的，同时，针对两个充电子系统（11,12）在其中一个供电功率不足，另一个有多余供电功率的情况下，通过能量传递模块（10）进行两个充电子系统（11,12）之间的供电功率的传递，不仅提高了各个充电子系统（11,12）的电能利用率，还节约了新能源交通工具的充电时间，以及提高了新能源交通工具的充电效率。

Description

一种充电系统及充电控制方法
本发明要求于2016年8月11日提交中国专利局、申请号为201610656870.3、发明名称为“一种充电系统及充电控制方法”的中国专利申请的优先权，以及要求于2016年8月11日提交中国专利局、申请号为201620870825.3、发明名称为“一种充电系统”的中国专利申请的优先权，其全部内容通过引用结合在本发明中。
技术领域
本发明涉及电动汽车技术领域，尤其涉及一种适用于新能源交通工具的充电系统及充电控制方法。
背景技术
随着新能源交通工具，尤其是电动汽车的快速发展，人们对于电动汽车的要求也越来越高，如期望在充电时间短的情况下可以获得更长的续航里程，即对电动汽车的充电功率的要求越来越大。
在当前的电动汽车充电站多配备由若干充电机构成的充电系统，这些充电机之间相互独立，且各自独立从配电网取电为所连接的电动汽车进行充电。该充电系统如图1所示，主要由多个充电机构成，每个充电机由AC-DC模块(用于将交流电转换为直流电)实现。由于现有的电动汽车规格各不相同，其所需的充电功率也有所不同，这就要求充电站内的各个充电机的功率配置目标为能够满足最大充电需求的充电功率。
在实际充电过程中，在充电站的配电网容量相同的情况下，若所有充电机均按照最大功率进行配置，会限制充电站配备充电机的数量，在一定程度上造成充电站的资源浪费的问题；此外，在实际充电过程中，要求充电站内所有的充电机同时工作、且同时为最大功率输出的概率也极小，因而在一定程度上也造成了电能利用率低、成本高的问题。
发明内容
本发明提供了一种充电系统及充电控制方法，以解决现有技术中充电站资源浪费，电能利用率低的问题。
为了解决上述问题，本发明提供了如下技术方案：
一种充电系统，用于为新能源交通工具充电，包括：
至少一个进行功率传递的能量传递模块；
多个向所述新能源交通工具提供电量的充电子系统；
两个所述充电子系统通过一个所述能量传递模块相连，若两个所述充电子系统中的任意一个充电子系统所能提供的供电功率不足时，则具有多余供电功率的一个所述充电子系统通过连接的所述能量传递模块向供电功率不足的充电子系统传递供电功率。
优选的，所述充电子系统包括：能量供给单元、充电单元、母线电压检测模块及控制模块；其中：
所述能量供给单元的输出端连接所述充电单元的输入端；所述充电单元输出端用于连接所述新能源交通工具；
所述母线电压检测模块的输入端，与所述能量供给单元和所述充电单元之间的直流母线相连，接收母线电压检测信号；
所述母线电压检测模块的输出端，与所述控制模块的输入端相连，输出母线电压检测信号；
所述控制模块的输出端，与所述充电单元相连，输出控制信号；所述控制信号为：当所述母线电压检测信号低于预设参考值时，控制所述充电单元降额输出的控制信号；
所述能量传递模块通过所述直流母线连接到所述能量供给单元，利用所述直流母线完成所述能量传递模块连接的两个所述充电子系统之间供电功率的传递。
优选的，所述能量供给单元的最大允许输出功率小于其所在充电子系统中的充电单元的额定输出功率。
优选的，所述能量供给单元包括至少一个AC-DC模块，和/或，至少一个DC-DC模块；
所述充电单元包括多个DC-DC充电模块。
优选的，所述充电子系统包括AC-DC模块，多个DC-DC充电模块，直流母线和控制模块；
所述AC-DC模块输出端连接所述直流母线，通过所述直流母线为其所在的充电子系统中的DC-DC充电模块提供电功率；
所述多个DC-DC充电模块的输入端均连接所述直流母线，其输出端用于连接所述新能源交通工具，并发出充电需求给所述控制模块；
所述DC-DC充电模块输出充电需求信号，并作为所述控制模块的输入信号；
所述AC/DC模块的最大输出功率，小于其所在的充电子系统中所有DC-DC充电模块功率之和；
所述控制模块根据不同的所述充电需求信号、所述AC-DC模块能够输出的最大功率和能量传递模块传递的供电功率，分配充电子系统中的多个DC-DC充电模块的功率；
所述能量传递模块通过所述直流母线连接到所述AC-DC模块，利用所述直流母线完成所述能量传递模块连接的两个所述充电子系统之间供电功率的传递。
优选的，所述充电子系统中的所述AC-DC模块和通过直流母线相连的一个或多个所述DC-DC充电模块分别设置于所述充电子系统的不同空间；
其中，所述DC-DC充电模块设置于停放所述新能源交通工具的区域内。
优选的，还包括：设置于一个或多个所述充电子系统中的储能模块；
在一个所述充电子系统中，所述储能模块通过直流母线分别与一个所述AC-DC模块，以及各个所述DC-DC充电模块相连；
所述AC-DC模块通过所述直流母线为所述储能模块进行充电；
当所述AC-DC模块的供电功率不足时，所述储能模块通过所述直流母线向各个所述DC-DC充电模块进行供电。
优选的，所述储能模块为具有存储电功率的器件或电路。
优选的，还包括：设置于一个或多个所述充电子系统中的储能模块；
一端口与所述储能模块相连的双向DC-DC模块，所述双向DC-DC模块的另一端口同时通过直流母线与所述AC-DC模块，以及各个所述DC-DC充电模块相连，以及与所述控制模块的一输出端相连；
所述AC-DC模块通过所述双向DC-DC模块为所述储能模块进行充电；
当所述AC-DC模块的供电功率不足时，所述储能模块通过所述双向DC-DC模块向各个所述DC-DC充电模块进行充电。
优选的，所述能量传递模块包括：
用于判断与所述能量传递模块相连的任一充电子系统中的DC-DC充电模块所获取的总功率是否为所需总功率的判断模块；
一端口与所述判断模块相连的传递控制模块，所述传递控制模块的另一端口与双向DC-DC交换模块相连，当所述判断模块的判断结果为所述所获取的总功率小于所述所需总功率，且另一充电子系统具有多余的供电功率时，所述传递控制模块控制所述双向DC-DC交换模块，将所述另一充电子系统中的供电功率传递给当前供电功率不足的充电子系统。
优选的，所述的多余的供电功率为所述AC-DC模块所能输出的最大功率与其所在充电子系统中当前DC-DC充电模块所需的总功率之差；
或者为，所述充电子系统中能够供给DC-DC充电模块的功率与当前DC-DC充电模块所需的总功率之差。
优选的，两个所述充电子系统通过一个所述能量传递模块相连包括：
两个相邻的所述充电子系统通过一个所述能量传递模块相连。
一种充电控制方法，适用于上述所述的充电系统，所述充电控制方法包括：
判断与能量传递模块相连的两个充电子系统中所能提供的输出功率与DC-DC所需总功率的大小关系；
若所述输出功率大于所述DC-DC所需总功率，则确定该充电子系统为多余供电功率的充电子系统；
若所述输出功率小于所述DC-DC所需总功率，则确定该充电子系统 为供电功率不足的充电子系统；
将所述多余供电功率的充电子系统的多余供电功率传输至所述供电功率不足的充电子系统；
其中，所述输出功率大于所述DC-DC所需总功率的充电子系统为多余供电功率充电子系统，所述输出功率小于所述DC-DC所需总功率的充电子系统为供电功率不足充电子系统。
优选的，当充电子系统由AC-DC模块提供输出功率时，判断任一充电子系统中所能提供的输出功率与DC-DC所需总功率的大小关系，包括：
判断任一充电子系统中AC-DC模块的输出功率与DC-DC所需总功率的大小关系；
当充电子系统由AC-DC模块和储能模块提供输出功率时，判断任一充电子系统中所能提供的输出功率与DC-DC所需总功率的大小关系，包括：
判断任一充电子系统中AC-DC模块和储能模块的总输出功率与DC-DC所需总功率的大小关系。
由上述方案可知，本发明提供的一种充电系统及充电控制方法，该充电系统中包括至少一个进行功率传递的能量传递模块和多个向所述新能源交通工具提供电量的充电子系统，两个所述充电子系统通过一个所述能量传递模块相连，若两个所述充电子系统中有任意一个充电子系统所能提供的供电功率不足时，而另一个充电子系统具有多余的供电功率时，则具有多余供电功率的充电子系统通过连接的所述能量传递模块向供电功率不足的充电子系统传递供电功率。本发明采用一个能量传递模块连接两个充电系统的结构实现充分利用充电站资源的目的，同时，针对两个充电子系统在其中一个供电功率不足，另一个有多余供电功率的情况下，通过能量传递模块进行两个充电子系统之间的供电功率的传递，不仅提高了各个充电子系统的电能利用率，还节约了新能源交通工具的充电时间，以及提高了新能源交通工具的充电效率。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为现有技术所公开的充电系统的结构示意图；
图2为本发明实施例公开的一种充电系统的结构示意图；
图3为本发明实施例公开的能量传递模块的结构示意图；
图4为本发明实施例公开的另一种充电系统的结构示意图；
图5为本发明实施例公开的另一种充电系统的结构示意图；
图6为本发明实施例公开的另一种充电系统的结构示意图；
图7为本发明实施例公开的另一种充电系统的结构示意图；
图8为本发明实施例公开的一种充电控制方法的流程示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明提供了一种充电系统，具体适用于新能源交通工具。该充电系统包括：
至少1个进行功率传递的能量传递模块。
多个向所述新能源交通工具提供电量的充电子系统。
其中，两个所述充电子系统通过一个所述能量传递模块相连，若两个所述充电子系统中的任意一个充电子系统所能提供的供电功率不足时，则具有多余供电功率的一个所述充电子系统通过连接的所述能量传递模块向供电功率不足的充电子系统传递供电功率。
需要说明的是，该充电系统中，至少有两个充电子系统通过一个能量传递模块相连。
可选的，该充电系统包括N个进行功率传递的能量传递模块；M个向所述新能源交通工具提供电量的充电子系统，其中，N的取值大于或等于1，M的取值范围为N+1～2N，包括端点值。在该充电系统中任意两个所述充电子系统通过一个所述能量传递模块相连，若两个所述充电子系统中的任意一个充电子系统所能提供的供电功率不足时，则具有多余供电功率的一个所述充电子系统通过连接的所述能量传递模块向供电功率不足的充电子系统传递供电功率。
需要说明的是，任意两个充电子系统通过一个能量传递模块相连具体为：两个相邻的充电子系统通过一个能量传递模块相连。
或者，当充电子系统的取值M小于2N时，则一个充电子系统通过两个不同的能量传递模块与其他任意两个充电子系统相连。
或者，当所述充电子系统的取值M小于2N时，则一个充电子系统通过两个不同的能量传递模块与其相邻的两个充电子系统相连。
由上述可知，在本发明公开的充电系统中，通过能量传递模块进行两个充电子系统之间的供电功率的传递，不仅提高了各个充电子系统的电能利用率，还节约了新能源交通工具的充电时间，以及提高了新能源交通工具的充电效率。具体内容通过以下利用新能源汽车的实例进行详细说明。
如图2所示，为本发明实施例公开的一种充电系统的结构示意图，在附图2中给出两个充电子系统(充电子系统11和充电子系统12)，以及连接该充电子系统11和充电子系统12的能量传递模块10。
具体的，该充电子系统11和充电子系统12通过直流母线13与能量传递模块10相连。
若充电子系统11和充电子系统12中任意一个充电子系统所能提供的供电功率不足时，则具有多余供电功率的另一个充电子系统通过连接的所述能量传递模块10向供电功率不足的充电子系统传递供电功率。
在本发明公开的充电系统中，该充电子系统11和充电子系统12的结 构相同，如图2所示，该充电子系统11和充电子系统12中主要包括：
AC-DC模块100，多个DC-DC充电模块101，直流母线13，以及控制模块102。
其中，AC-DC模块100通过直流母线13与一个或多个DC-DC充电模块101相连。
具体为：AC-DC模块100的两个输出端，正端连接直流母线13，负端连接参考电位端(地端)。
DC-DC充电模块101的两个输入端，一端与直流母线13连接，另一端连接参考电位端(地端)。
控制模块102分别与AC-DC模块100，DC-DC充电模块101相连。
具体为：AC-DC模块100的输出端连接直流母线13，通过直流母线13为其所在的充电子系统中的DC-DC充电模块101提供电功率。
多个DC-DC充电模块101的输入端均连接直流母线13，其输出端用于连接新能源交通工具，并发出充电需求给控制模块102。
DC-DC充电模块101输出充电需求信号，并作为控制模块102的输入信号。
AC/DC模块100的最大输出功率，小于其所在的充电子系统中所有DC-DC充电模块功率之和。
在本发明公开的充电系统中，能量传递模块10通过直流母线13连接到两个充电子系统中的AC-DC模块100，利用直流母线13完成能量传递模块10连接的两个充电子系统之间供电功率的传递。
在本发明公开的充电系统中，各个充电子系统中的控制模块根据不同的充电需求信号，AC-DC模块的最大输出功率和能量传递模块传递的供电功率，合理分配所在充电子系统中的多个DC-DC充电模块的供电功率。
以附图2中示出的充电系统为例，当充电子系统11的AC-DC模块100的供电功率不足以供给充电子系统11中的多个DC-DC充电模块101所需的供电功率，而充电子系统12的AC-DC模块100的供电功率大于充电子系统12中的多个DC-DC充电模块101所需的供电功率时，能量传递模块10通过直流母线13将充电子系统12中AC-DC模块的供电功率传递给充 电子系统11中的DC-DC充电模块；
反之，若充电子系统12出现功率不足，充电子系统11功率多余，也采用上述相同的方式，由能量传递模块10通过直流母线13将充电子系统11中AC-DC模块的供电功率传递给充电子系统12中的DC-DC充电模块。
该AC-DC模块100的最大输出功率可按照电网所提供的最大功率进行配置；AC-DC模块100的最大输出功率，小于其所在的充电子系统中所有DC-DC充电模块101的功率之和。
在本发明公开的充电系统中，优选的，能量传递模块10的结构如图3所示，主要包括：判断模块301，传递控制模块302和双向DC-DC交换模块303；
判断模块301，用于判断与能量传递模块10相连的任一充电子系统中的DC-DC充电模块所获取的总功率是否为所需总功率；
传递控制模块302的一端口与判断模块301相连，另一端口与双向DC-DC交换模块303相连；
当判断模块301的判断结果为DC-DC充电模块所获取的总功率小于所需总功率，且另一充电子系统具有多余供电功率时，传递控制模块302控制双向DC-DC交换模块303将另一充电子系统中的供电功率传递给当前供电功率不足的充电子系统。
可选的，多余供电功率可以为AC-DC模块所能输出的最大功率与其所在充电子系统中当前DC-DC充电模块所需的总功率之差。
可选的，多余供电功率可以是该充电子系统中能够供给DC-DC充电模块的功率与当前DC-DC充电模块所需的总功率之差。
针对上述图2公开的充电系统，假设充电子系统11的供电功率不足时，而充电子系统12具有过剩的多余供电功率，则能量传递模块10将充电子系统12中多余供电功率通过直流母线传递给充电子系统11。
通过上述本发明公开的充电系统，针对每一个充电子系统，由控制模块进行集中功率分配，从而实现合理的利用充电系统的供电功率，即提高充电系统的利用率。
在发明实施例公开的充电系统中，供电功率不足的充电子系统中的控 制模块102接收与其相连的各个DC-DC充电模块101发送的充电需求信息，并依据充电需求信息、AC-DC模块100的最大输出功率和能量传递模块10所传递的供电功率生成为各个DC-DC充电模块101分配相应供电功率的分配比例。
该充电需求信息可以包含一个，或多个信息，即可以为各个DC-DC充电模块101所需的充电功率大小，也可以为各个DC-DC充电模块101发送充电需求信息的次序，也可以为各个DC-DC充电模块101发送的充电需求信息的优先级，也可以为DC-DC充电模块101为新能源汽车进行充电的时长中的一个或多个。
其中，各个DC-DC充电模块101所需的充电功率为其所需补充电量的新能源交通工具的最大充电功率。
进一步的，针对两个充电子系统在其中一个供电功率不足，另一个有多余供电功率的情况下，通过能量传递模块进行两个充电子系统之间的供电功率的传递，不仅提高了各个充电子系统的电能利用率，还大大减小了AC-DC模块供电功率不足导致充电出现问题的情况发生；更进一步节约了新能源交通工具的充电时间，以及提高了新能源交通工具的充电效率。
在本发明公开的充电系统中，优选的，充电子系统11和充电子系统12中的AC-DC模块100和通过直流母线13相连的多个DC-DC充电模块101分别设置于其所在的充电子系统的不同空间中；
其中，体积较小的DC-DC充电模块101设置于停放所述新能源汽车的区域内；体积较大的AC-DC模块100则可以设置于空间较大或者较远的区域，不必都设置在新能源汽车的充电场所，通过此种设置，可以大大减小新能源汽车充电位的占地面积。
如图4所示，为本发明基于图2公开的充电系统的基础上，公开的另一种充电系统，该充电系统除包含图2中的各个部件外，还包括：设置于充电子系统中的储能模块103；
如图4所示，充电子系统11和充电子系统12中均设置有储能模块103，需要说明的是，在具有多个充电子系统和多个能量传递模块的充电系统中， 可以在全部充电子系统均设置该储能模块103，也可以在部分充电子系统中设置该储能模块103；
如图4所示，以充电子系统11为例，储能模块103通过直流母线13分别与AC-DC模块100，以及各个DC-DC充电模块101相连；
AC-DC模块100通过直流母线13为储能模块103进行充电；
当AC-DC模块100的供电功率不足时，储能模块103通过直流母线13向各个DC-DC充电模块101进行供电。
上述过程由控制模块102进行控制，即，由控制模块103控制该储能模块103的充电和放电；
具体的：控制模块102控制AC-DC模块100的输出功率，工作状态等，并依据预设的算法控制各个DC-DC充电模块101的功率分配，以及通过控制AC-DC模块100和DC-DC充电模块101来控制储能模块103的充电或放电。
在本发明公开的充电系统中，该储能模块103为具有存储电功率的器件或电路；具体为储能电池，储能电容等等；
需要说明的是，在本发明实施例公开的该充电系统中，储能模块向DC-DC充电模块进行充电的前提为，AC-DC模块的输出电压低于储能模块的输出电压。
基于上述可知，在本发明实施例公开的充电系统，针对每一个或部分充电子系统增加了储能模块，当AC-DC模块输出功率不足时，储能模块向DC-DC充电模块提供能量，起到削峰填谷的作用，从而减小了AC-DC模块的总功率，克服了新能源汽车充电站发展过程中的电网供电容量瓶颈问题；
同时，因能量传递模块连接两个充电子系统，当其中某一充电子系统中的DC-DC充电模块所需功率大于AC-DC模块和储能模块所能提供的最大功率时，该能量传递模块同样可以调配另一个充电子系统的供电功率进行供电功率的补充。从而减小了DC-DC充电模块所需功率大于AC-DC模块和储能模块所能提供的最大功率的情况发生，节约了新能源交通工具的充电时间，以及提高了新能源交通工具的充电效率。
如图5所示，为本发明基于图4公开的充电系统的基础上，公开的另一种充电系统，该充电系统除包含图4中的各个部件外，设置有储能模块103的充电子系统中，还包括：双向DC-DC模块104；
该双向DC-DC模块104的一端口与储能模块103相连，另一端口通过直流母线13与AC-DC模块100，以及各个DC-DC充电模块101相连，还有一端口与控制模块102的一输出端相连；
所述AC-DC模块100通过双向DC-DC模块101为储能模块103进行充电；
当AC-DC模块100的供电功率不足时，储能模块103通过双向DC-DC模块104向各个DC-DC充电模块101进行充电。
上述过程由控制模块102进行控制，即，控制模块103通过控制双向DC-DC模块104控制与其相连的储能模块103进行充电和放电；
具体的：控制模块102控制AC-DC模块100的输出功率，工作状态等，并依据预设的算法控制各个DC-DC充电模块101的功率分配，以及通过控制AC-DC模块100和双向DC-DC模块104来控制储能模块103的充电，以及通过控制DC-DC充电模块101和双向DC-DC模块104来控制储能模块103的放电。
需要说明的是，在如图5公开的充电系统中，与图4所公开的充电系统的区别在于AC-DC模块的输出端电压(即直流母线上的电压)独立于所述储能模块的电压。因而，直流母线的电压值不受储能模块电压的限制，可以设置在某一稳压值，有利于AC-DC模块的优化设计和提升充电系统的整体效率。
在本发明实施例公开的该充电系统中，当任一充电子系统中的DC-DC充电模块所需功率大于AC-DC模块和储能模块所能提供的最大功率时，该能量传递模块同样可以调配另一个充电子系统的供电功率进行供电功率的补充。从而减小了DC-DC充电模块所需功率大于AC-DC模块和储能模块所能提供的最大功率的情况发生，节约了新能源交通工具的充电时间，以及提高了新能源交通工具的充电效率。
如图6所示，为本发明实施例公开的另一种充电系统的结构示意图，在附图6中给出两个充电子系统(充电子系统61和充电子系统62)，以及连接该充电子系统61和充电子系统62的能量传递模块10。
具体的，该充电子系统61和充电子系统62通过直流母线13与能量传递模块10相连。
在本发明公开的充电系统中，该充电子系统61和充电子系统62的结构相同，如图6所示，该充电子系统61和充电子系统62中主要包括：能量供给单元601、充电单元602、母线电压检测模块603及控制模块604；
该能量供给单元601的输出端连接充电单元602的输入端，充电单元602的输出端用于连接所述新能源交通工具(图中未示出充电单元的输出端)。
需要说明的是，该能量供给单元601的最大允许输出功率小于其所在充电子系统中的充电单元602的额定输出功率。
该母线电压检测模块603的输入端，与能量供给单元601和充电单元602之间的直流母线13相连，接收母线电压检测信号。
该母线电压检测模块603的输出端，与控制模块604的输入端相连，输出母线电压检测信号。
该控制模块604的输出端，与充电单元602相连，输出控制信号。该控制信号为：当母线电压检测信号低于预设参考值时，控制所述充电单元602降额输出的控制信号。
能量传递模块10通过直流母线13连接到能量供给单元601，利用直流母线13完成能量传递模块10连接的充电子系统61和充电子系统62之间供电功率的传递。
具体的工作原理为：
能量供给单元601通过充电单元602为新能源交通工具充电；母线电压检测模块603检测能量供给单元601和充电单元602之间的直流母线上的电压，并将检测得到的母线电压检测信号Vf输出至控制模块604；控制模块604根据母线电压检测信号Vf进行判断，当母线电压检测信号Vf低 于预设参考值VBUS，输出一个控制信号Vki，控制充电单元602降额输出，使得母线电压稳定，借此保证系统正常工作。
本发明实施例提供的该充电子系统，通过上述原理即可保证系统的稳定运行；无需现有技术中的能量管理单元，降低了系统成本；并且仅通过母线电压检测得到的母线电压检测信号，即可得到对应的控制策略，无需现有技术中对于系统能量关系的实时计算，降低了算法的复杂度。
在具体实现中，图6示出的能量传递模块10可以具体为图3示出的能量传递模块，主要包括：判断模块301，传递控制模块302和双向DC-DC交换模块303；
判断模块301，用于判断与能量传递模块10相连的任一充电子系统中的充电单元602所获取的总功率是否为所需总功率；在本实施例中，具体根据母线电压判断与能量传递模块10相连的任一充电子系统中的充电单元602所获取的总功率是否为所需总功率。
传递控制模块302的一端口与判断模块301相连，另一端口与双向DC-DC交换模块303相连；
当判断模块301的判断结果为充电单元602所获取的总功率小于所需总功率，且另一充电子系统具有多余供电功率时，传递控制模块302控制双向DC-DC交换模块303将另一充电子系统中的供电功率传递给当前供电功率不足的充电子系统。
可选的，该能量供给单元601包括至少一个AC-DC充电模块，和/或，至少一个DC-DC充电模块。
该DC-DC充电模块可以是储能模块，太阳能充电模块等，此处不做具体限定，可以视其具体由于环境而定，均在本发明的保护范围内。
当能量供给单元601中包括至少一个AC-DC充电模块和至少一个DC-DC充电模块时，能量供给单元601的最大允许输出功率不仅包括所有AC-DC充电模块的输出功率，还包括所有DC-DC充电模块的输出功率
可选的，该充电单元包括多个DC-DC充电模块。
进一步的，在具体实现中，如图7所示，为本发明实施例公开的另一 种充电系统的结构示意图。在附图7中给出两个充电子系统(充电子系统71和充电子系统72)，以及连接该充电子系统71和充电子系统72的能量传递模块10。
具体的，该充电子系统71和充电子系统72通过直流母线13与能量传递模块10相连。该能量传递模块10与上述图6中示出的能量传递模块10结构相同，可参见，这里不再进行赘述。
在本发明实施例中，同样的，充电子系统71和充电子系统72结构相同。该充电子系统71和充电子系统72中主要包括：能量供给单元、充电单元、母线电压检测模块703及控制模块704；
其中，能量供给单元由AC-DC模块701实现。充电单元由DC-DC充电模块集合实现，在图7中，该DC-DC充电模块集合包含多个并联的DC-DC充电模块702。需要说明的是，本图7所示实施例中，母线电压检测模块703及控制模块704均选择独立于充电单元进行设置，控制模块704产生多路控制信号Vki，具体数量由与充电单元包含的并联的DC-DC充电模块702数量决定，每一路控制信号Vki对应一个并联的DC-DC充电模块。
本发明还提供了另一种实施例，当充电单元包括N个DC-DC充电模块702时，母线电压检测模块703及控制模块704的个数均为N；N为大于1的正整数；
N个母线电压检测模块703的输出端与N个控制模块704的输入端一一对应相连；
N个控制模块704的输出端输出的N个所述控制信号，一一对应输出至该N个DC-DC充电模块。
本发明实施例示出的能量供给单元、充电单元、母线电压检测模块703及控制模块704与图6中示出的能量供给单元601、充电单元602、母线电压检测模块603和控制模块604的工作原理也相同，可参见，这里不再赘述。
本发明实施例提供的该充电系统，通过上述原理即可保证系统的稳定运行；无需现有技术中的能量管理单元，降低了系统成本；并且仅通过母线电压检测得到的母线电压检测信号，即可得到对应的控制策略，无需现 有技术中对于系统能量关系的实时计算，降低了算法的复杂度。
基于上述本发明实施例公开的各类充电系统，本发明实施例还对应公开了相应的充电控制方法，如图8所示，为本发明实施例公开的一种充电控制方法的流程示意图，主要包括：
S801，能量传递模块判断与其相连的两个充电子系统中所能提供的输出功率与DC-DC所需总功率的大小关系，若所述输出功率大于所述DC-DC所需总功率，则确定该充电子系统为多余供电功率的充电子系统，若所述输出功率小于所述DC-DC所需总功率，则确定该充电子系统为供电功率不足的充电子系统；
S802，将所述多余供电功率的充电子系统的多余供电功率传输至所述供电功率不足的充电子系统。
基于上述本发明实施例公开的不同充电系统，在上述本发明实施例公开的充电控制方法中，优选的，当充电子系统由AC-DC模块提供输出功率时，判断任一充电子系统中AC-DC模块的输出功率与DC-DC所需总功率的大小关系；
当充电子系统由AC-DC模块和储能模块提供输出功率时，判断任一充电子系统中AC-DC模块和储能模块的总输出功率与DC-DC所需总功率的大小关系。
在本发明实施例公开的充电控制方法中，优选的，在将所述多余供电功率的充电子系统的多余供电功率传输至所述供电功率不足的充电子系统之后，供电功率不足的充电子系统中的控制模块依据各个DC-DC充电模块的充电需求信息、AC-DC模块的最大输出功率和能量传递模块所传递的供电功率生成为各个DC-DC充电模块分配相应供电功率的分配比例；
然后，由AC-DC模块基于所述分配比例为与其相连的DC-DC充电模块提供相应的供电功率；
需要说明的是，若充电子系统中存在储能模块，则控制模块依据各个DC-DC充电模块的充电需求信息、AC-DC模块的最大输出功率，储能模块中存储的供电功率和能量传递模块所传递的供电功率生成为各个 DC-DC充电模块分配相应供电功率的分配比例。
综上所述，在本发明公开的充电系统以及充电控制方法中，通过能量传递模块进行两个充电子系统之间的供电功率的传递，不仅提高了各个充电子系统的电能利用率，还节约了新能源交通工具的充电时间，以及提高了新能源交通工具的充电效率。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其它实施例的不同之处，各个实施例之间相同或相似部分互相参见即可。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (14)

  1. 一种充电系统，其特征在于，用于为新能源交通工具充电，包括：
    至少一个进行功率传递的能量传递模块；
    多个向所述新能源交通工具提供电量的充电子系统；
    两个所述充电子系统通过一个所述能量传递模块相连，若两个所述充电子系统中的任意一个充电子系统所能提供的供电功率不足时，则具有多余供电功率的一个所述充电子系统通过连接的所述能量传递模块向供电功率不足的充电子系统传递供电功率。
  2. 根据权利要求1所述的充电系统，其特征在于，所述充电子系统包括：能量供给单元、充电单元、母线电压检测模块及控制模块；其中：
    所述能量供给单元的输出端连接所述充电单元的输入端；所述充电单元输出端用于连接所述新能源交通工具；
    所述母线电压检测模块的输入端，与所述能量供给单元和所述充电单元之间的直流母线相连，接收母线电压检测信号；
    所述母线电压检测模块的输出端，与所述控制模块的输入端相连，输出母线电压检测信号；
    所述控制模块的输出端，与所述充电单元相连，输出控制信号；所述控制信号为：当所述母线电压检测信号低于预设参考值时，控制所述充电单元降额输出的控制信号；
    所述能量传递模块通过所述直流母线连接到所述能量供给单元，利用所述直流母线完成所述能量传递模块连接的两个所述充电子系统之间供电功率的传递。
  3. 根据权利要求2所述的充电系统，其特征在于，所述能量供给单元的最大允许输出功率小于其所在充电子系统中的充电单元的额定输出功率。
  4. 根据权利要求3所述的充电系统，其特征在于，所述能量供给单元包括至少一个AC-DC模块，和/或，至少一个DC-DC模块；
    所述充电单元包括多个DC-DC充电模块。
  5. 根据权利要求1所述的充电系统，其特征在于，所述充电子系统包括AC-DC模块，多个DC-DC充电模块，直流母线和控制模块；
    所述AC-DC模块输出端连接所述直流母线，通过所述直流母线为其所在的充电子系统中的DC-DC充电模块提供电功率；
    所述多个DC-DC充电模块的输入端均连接所述直流母线，其输出端用于连接所述新能源交通工具，并发出充电需求给所述控制模块；
    所述DC-DC充电模块输出充电需求信号，并作为所述控制模块的输入信号；
    所述AC/DC模块的最大输出功率，小于其所在的充电子系统中所有DC-DC充电模块功率之和；
    所述控制模块根据不同的所述充电需求信号、所述AC-DC模块能够输出的最大功率和能量传递模块传递的供电功率，分配充电子系统中的多个DC-DC充电模块的功率；
    所述能量传递模块通过所述直流母线连接到所述AC-DC模块，利用所述直流母线完成所述能量传递模块连接的两个所述充电子系统之间供电功率的传递。
  6. 根据权利要求5所述的充电系统，其特征在于，所述充电子系统中的所述AC-DC模块和通过直流母线相连的一个或多个所述DC-DC充电模块分别设置于所述充电子系统的不同空间；
    其中，所述DC-DC充电模块设置于停放所述新能源交通工具的区域内。
  7. 根据权利要求6所述的充电系统，其特征在于，还包括：设置于一个或多个所述充电子系统中的储能模块；
    在一个所述充电子系统中，所述储能模块通过直流母线分别与一个所述AC-DC模块，以及各个所述DC-DC充电模块相连；
    所述AC-DC模块通过所述直流母线为所述储能模块进行充电；
    当所述AC-DC模块的供电功率不足时，所述储能模块通过所述直流母线向各个所述DC-DC充电模块进行供电。
  8. 根据权利要求7所述的充电系统，其特征在于，所述储能模块为具 有存储电功率的器件或电路。
  9. 根据权利要求6所述的充电系统，其特征在于，还包括：设置于一个或多个所述充电子系统中的储能模块；
    一端口与所述储能模块相连的双向DC-DC模块，所述双向DC-DC模块的另一端口同时通过直流母线与所述AC-DC模块，以及各个所述DC-DC充电模块相连，以及与所述控制模块的一输出端相连；
    所述AC-DC模块通过所述双向DC-DC模块为所述储能模块进行充电；
    当所述AC-DC模块的供电功率不足时，所述储能模块通过所述双向DC-DC模块向各个所述DC-DC充电模块进行充电。
  10. 根据权利要求1～9中任意一项所述的充电系统，其特征在于，所述能量传递模块包括：
    用于判断与所述能量传递模块相连的任一充电子系统中的DC-DC充电模块所获取的总功率是否为所需总功率的判断模块；
    一端口与所述判断模块相连的传递控制模块，所述传递控制模块的另一端口与双向DC-DC交换模块相连，当所述判断模块的判断结果为所述所获取的总功率小于所述所需总功率，且另一充电子系统具有多余的供电功率时，所述传递控制模块控制所述双向DC-DC交换模块，将所述另一充电子系统中的供电功率传递给当前供电功率不足的充电子系统。
  11. 根据权利要求10所述的充电系统，其特征在于，所述多余供电功率为所述AC-DC模块所能输出的最大功率与其所在充电子系统中当前DC-DC充电模块所需的总功率之差；
    或者为，所述充电子系统中能够供给DC-DC充电模块的功率与当前DC-DC充电模块所需的总功率之差。
  12. 根据权利要求1～9中任意一项所述的充电系统，其特征在于，两个所述充电子系统通过一个所述能量传递模块相连包括：
    两个相邻的所述充电子系统通过一个所述能量传递模块相连。
  13. 一种充电控制方法，其特征在于，适用于权利要求1～12中任意一项所述的充电系统，所述充电控制方法包括：
    判断与能量传递模块相连的两个充电子系统中所能提供的输出功率与DC-DC所需总功率的大小关系；
    若所述输出功率大于所述DC-DC所需总功率，则确定该充电子系统为多余供电功率的充电子系统；
    若所述输出功率小于所述DC-DC所需总功率，则确定该充电子系统为供电功率不足的充电子系统；
    将所述多余供电功率的充电子系统的多余供电功率传输至所述供电功率不足的充电子系统；
    其中，所述输出功率大于所述DC-DC所需总功率的充电子系统为多余供电功率充电子系统，所述输出功率小于所述DC-DC所需总功率的充电子系统为供电功率不足充电子系统。
  14. 根据权利要求13所述的方法，其特征在于，当充电子系统由AC-DC模块提供输出功率时，判断任一充电子系统中所能提供的输出功率与DC-DC所需总功率的大小关系，包括：
    判断任一充电子系统中AC-DC模块的输出功率与DC-DC所需总功率的大小关系；
    当充电子系统由AC-DC模块和储能模块提供输出功率时，判断任一充电子系统中所能提供的输出功率与DC-DC所需总功率的大小关系，包括：
    判断任一充电子系统中AC-DC模块和储能模块的总输出功率与DC-DC所需总功率的大小关系。
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