WO2022241858A1 - 一种容量互济充电场站 - Google Patents

一种容量互济充电场站 Download PDF

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Publication number
WO2022241858A1
WO2022241858A1 PCT/CN2021/098275 CN2021098275W WO2022241858A1 WO 2022241858 A1 WO2022241858 A1 WO 2022241858A1 CN 2021098275 W CN2021098275 W CN 2021098275W WO 2022241858 A1 WO2022241858 A1 WO 2022241858A1
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WIPO (PCT)
Prior art keywords
charging
capacity
mutual aid
charging unit
bus
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PCT/CN2021/098275
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English (en)
French (fr)
Inventor
孙天奎
袁宇波
史明明
方鑫
杨景刚
庄舒仪
袁晓冬
张宸宇
高磊
李鹏
马耀家
陈舒
陈静
李群
刘建
Original Assignee
江苏省电力试验研究院有限公司
国网江苏省电力有限公司电力科学研究院
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Priority to US18/001,526 priority Critical patent/US20240067036A1/en
Publication of WO2022241858A1 publication Critical patent/WO2022241858A1/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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/67—Controlling two or more charging stations
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/31—Charging columns specially adapted for electric vehicles
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention belongs to the technical field of electric vehicle charging, and in particular relates to a charging station for fast charging of electric vehicles that can realize capacity mutual aid.
  • the number of electric vehicles is insufficient, resulting in the low utilization rate of charging capacity in electric vehicle charging stations.
  • the existing integrated charging pile scheme with two guns sharing the capacity can only realize the capacity mutual aid between the two charging guns on a single charging pile, and only a single charging gun can be used in the case of mutual aid; while the split charging station scheme can Flexible allocation of capacity among all charging piles in the charging station, but the matrix relays used are expensive, bulky, low in reliability, and easily cause short circuits due to relay adhesion.
  • the present invention proposes a charging station for fast charging of electric vehicles that can realize capacity mutual aid.
  • a capacity mutual aid charging station characterized in that it includes multiple charging units, a power bus and a capacity mutual aid bus; the power bus supplies power to each charging unit, and the charging unit passes through the capacity mutual aid The bus provides mutual aid capacity to another charging unit or receives mutual aid capacity from other charging units through the capacity mutual aid bus;
  • Each of the charging units includes a basic charging module, a mutual-aid charging module, a front-end mutual-aid switch, a rear-end mutual-aid switch, a charging bus, a charging switch, and a charging gun;
  • the input terminal of the basic charging module is connected to the power bus, Its output terminal is connected to the corresponding charging bus;
  • the input terminal of the mutual aid charging module is connected to the power bus, and its output terminal is connected to the moving contact of the corresponding front mutual aid switch;
  • the normally closed static of the front mutual aid switch The contact is connected to the corresponding charging bus, and its normally open static contact is connected to the capacity mutual aid bus;
  • the moving contact of the rear-end mutual aid switch is connected to the capacity mutual aid bus, and its static contact is connected to the corresponding charging bus connection;
  • the moving contact of the charging switch is connected to the corresponding charging bus, and the static contact is connected to the corresponding charging gun;
  • the charging unit connected to the electric vehicle is recorded as the target charging unit.
  • the target The charging unit is in an independent working mode. In this working mode, the moving contact of the front mutual aid switch of the target charging unit is connected to the normally closed static contact, and the rear mutual aid switch is in the off state.
  • the charging bus provides the maximum charging capacity to the receiving electric vehicle through the charging rush, and the maximum charging capacity is the sum of the capacity of the corresponding basic charging module and the capacity of the mutual charging module in the target charging unit;
  • the target charging unit When the power required by the target charging unit exceeds its own power and the remaining charging units have capacity for mutual aid, the target charging unit is in the capacity mutual aid power receiving working mode; in this working mode, control the front-end mutual aid switch of the target charging unit The moving contact and the normally closed static contact are connected, the rear-end mutual aid switch is in the closed state, and the charging gun of the target charging unit provides the maximum charging capacity for the electric vehicle receiving power to the capacity of other chargers connected to the mutual aid bus.
  • the target charging unit When the power required by a non-target charging unit in the charging station exceeds its own power and the target charging unit has capacity for mutual aid, the target charging unit is in the capacity mutual power supply working mode; in this working mode, control the target charging unit
  • the moving contact of the front-end mutual aid switch is connected to the disconnected static contact, the rear end mutual aid switch is in an off state, and the mutual aid charging module of the target charging unit is connected to the capacity mutual aid busbar.
  • the front mutual aid switch is a conversion relay.
  • the back-end mutual aid switch is a move-on relay.
  • the present invention has the following advantages:
  • the present invention improves the utilization rate of the power supply module in the electric charging station
  • the present invention has the advantages of small footprint, low cost and high reliability.
  • Fig. 1 is the electrical topological structure schematic diagram of the present invention
  • Fig. 2 is a schematic diagram of the 4 pile capacity mutual aid charging station system in the embodiment.
  • the capacity mutual aid charging station of the present invention includes N charging units, 1 power supply bus 1001 and 1 capacity mutual aid bus 1002; the charging unit mainly includes basic charging modules (numbers in Figure 1 are: 1211, 2211...K211...N211 ), mutual aid charging module (labeled in Figure 1: 1221, 2221...K221...N221), front-end mutual aid switch (labeled in Figure 1: 1111, 2111...K111...N111), back-end mutual aid switch ( Figure 1 The middle marks are: 1121, 2121...K121...N121), the charging bus (the marks in Figure 1 are: 1401, 2401...K401...N401), the charging switch (the marks in Figure 1 are: 1122, 2122...K122...N122) and the charging Gun (labeled among Fig. 1 is: 1311, 2311...K311...N311).
  • the input terminal of the basic charging module (numbered in Figure 1: 1211, 2211...K211...N211) is connected to the power bus 1001, and its output terminal is connected to the corresponding charging bus (numbered in Figure 1: 1401, 2401...K401...N401) connect.
  • the input terminals of the mutual aid charging module (labeled in Figure 1: 1221, 2221...K221...N221) are connected to the power bus 1001, and the output terminals are connected to the corresponding front-end mutual aid switches (labeled in Figure 1: 1111, 2111...K111 ...N111) moving contact connection.
  • the normally closed static contact of the front-end mutual aid switch (labeled in Figure 1: 1111, 2111...K111...N111) is connected to the corresponding charging bus (labeled in Figure 1: 1401, 2401...K401...N401), and its normally open
  • the open and static contacts are connected to the capacity mutual aid bus 1002;
  • the front end mutual aid switch is preferably a transfer type (Z type) relay.
  • the moving contact of the back-end mutual aid switch (labeled in Figure 1: 1121, 2121...K121...N121) is connected to the capacity mutual aid bus 1002, and its static contact is connected to the corresponding charging bus (labeled in Figure 1: 1401, 2401...K401...N401) connection;
  • the back-end mutual aid switch is preferably a dynamic closing (H-type) relay.
  • the moving contact of the charging switch (marked in Figure 1: 1122, 2122...K122...N122) is connected to the corresponding charging busbar (marked in Figure 1: 1401, 2401...K401...N401), and its static contact is connected to the corresponding The charging gun (marked as: 1311, 2311...K311...N311 in Figure 1) is connected.
  • the moving contact of the front-end mutual aid switch of the target charging unit in the independent working mode is connected to the normally closed static contact, and the rear-end mutual aid switch is in the off state, so that the target charging unit can charge the charged electric vehicle through the charging gun.
  • the maximum charging capacity is provided, and the maximum charging capacity is the sum of the basic charging module and the mutual aid charging module in the target charging unit.
  • Capacity mutual aid power receiving working mode when the power required by the target charging unit exceeds its own power and the remaining charging units in the charging station have idle mutual aid charging modules that can provide mutual aid capacity, the target charging unit is in the capacity mutual aid receiving mode. Electric working mode;
  • the moving contact of the front-end mutual aid switch of the target charging unit in the capacity mutual aid power receiving mode is connected to the normally closed static contact, and the rear end mutual aid switch is in the closed state, and the target charging unit can charge the power receiving unit through the charging gun.
  • the electric vehicle provides the maximum charging capacity, and the maximum charging capacity at this time is the sum of the capacity of the corresponding basic charging module in the target charging unit, the mutual aid charging module and the mutual aid charging modules of other charging units connected to the capacity mutual aid bus.
  • the moving contact of the front mutual aid switch of the target charging unit in the capacity mutual aid power supply working mode is connected to the disconnected static contact, the rear end mutual aid switch is in the off state, and the mutual aid charging module in the target charging unit is connected to the capacity mutual aid. connected to the busbar.
  • a charging unit group directly connected to a single capacity mutual aid bus in a charging station only one charging unit can be in the capacity mutual aid power receiving mode, but there can be multiple charging units in the capacity mutual aid power supply mode.
  • the electric vehicle capacity mutual aid charging station includes 4 charging units directly connected to a capacity mutual aid bus 1002, and the 4 charging units are powered by the power bus 1001, and the configuration of the 4 charging units is totally consistent.
  • This charging unit includes a basic charging module 1211, a capacity mutual aid charging module 1221, a front mutual aid switch 1111, a rear end mutual aid switch 1121, a charging bus 1401, a charging switch 1122 and a charging
  • the gun 1311 connects the components in the first charging unit according to the connection relationship of the components in FIG. 1 .
  • the system is powered by DC 750V, and the power bus 1001 is connected to the DC750V distribution network;
  • the basic charging module 1211 is an isolated DC/DC module with a rated capacity of 7kW, a rated input voltage of DC 750V, and an output voltage range of DC 200V to 950V;
  • capacity The mutual aid charging module 1221 selects an isolated DC/DC module with a rated capacity of 20kW, a rated input voltage of DC 750V, and an output voltage range of DC 200V to 950V;
  • the front mutual aid switch 1111 selects a rated current of 63A and a rated voltage of 1000V.
  • Contactor The back-end capacity mutual aid switch 1121 selects a contactor with a rated current of 160A.
  • the required power of the first charging unit connected to the electric vehicle is 80kW
  • the required power of the second charging unit connected to the electric vehicle is 25kW
  • the required power of the third charging unit connected to the electric vehicle is 5kW
  • the fourth charging unit is not connected electric car.
  • the demand power of the first charging unit exceeds its own power limit
  • the second charging unit just meets the demand power
  • the third charging unit and the fourth charging unit each have a free 20kW capacity mutual aid charging module.
  • the first charging unit needs to work in the capacity mutual aid power receiving working mode
  • the second charging unit needs to work in the independent working mode
  • the third charging unit and the fourth charging unit need to work in the capacity mutual aid power supply working mode.
  • the maximum charging capacity, the maximum charging capacity is the sum of the capacities of the basic charging module 1211 , the mutual aid charging module 1221 , the mutual aid charging module 3221 and the mutual aid charging module 4221 .
  • the movable contact of the front-end mutual aid switch 2111 of the second charging unit is connected to the normally closed static contact, and the rear-end mutual aid switch 2121 works in an off state.
  • Charging capacity, the maximum charging capacity is the sum of the capacities of the basic charging module 2211 and the complementary charging module 2221 .
  • the movable contact of the front-end mutual aid switch 3111 of the third charging unit is connected to the disconnected static contact, the rear end mutual aid switch 3121 works in the off state, the mutual aid charging module 3221 is connected to the capacity mutual aid bus 1002, and The first charging unit provides mutual aid capacity.
  • the movable contact of the front end mutual aid switch 4111 of the fourth charging unit is connected to the disconnected static contact, the rear end mutual aid switch 4121 works in the off state, the mutual aid charging module 4221 is connected to the capacity mutual aid bus 1002, and The first charging unit provides mutual aid capacity.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

本发明公开了一种容量互济充电场站，包括多个充电单元、1个电源母线和1个容量互济母线；由电源母线为每个充电单元供电，充电单元通过容量互济母线向其他某一充电单元提供互济容量或通过容量互济母线接收来自其他充电单元的互济容量；本发明在对电动汽车实现快速充电的同时，也可以实现容量互济。

Description

一种容量互济充电场站 技术领域
本发明属于电动汽车充电技术领域，具体涉及一种用于电动汽车快速充电的可以实现容量互济的充电场站。
背景技术
目前，电动汽车保有量不足，导致电动汽车充电场站中充电容量使用率过低。现有的双枪共用容量的一体式充电桩方案仅能实现单一充电桩上两个充电枪间容量互济，且互济情况下仅能使用单一充电枪；而分体式充电场站方案虽然能够在充电场站内所有充电桩间实现容量灵活分配，但采用的矩阵式继电器成本高昂，体积巨大，可靠性低，易因继电器粘连而造成短路。
发明内容
发明目的：为了解决充电场站内充电容量利用率低的问题，本发明提出了一种用于电动汽车快速充电的可以实现容量互济的充电场站。
技术方案：一种容量互济充电场站，其特征在于：包括多个充电单元、1个电源母线和1个容量互济母线；由电源母线为每个充电单元供电，充电单元通过容量互济母线向其他某一充电单元提供互济容量或通过容量互济母线接收来自其他充电单元的互济容量；
每个所述充电单元均包括基本充电模块、互济充电模块、前端互济开关、后端互济开关、充电母线、充电开关和充电枪；所述基本充电模块的输入端子与电源母线连接，其输出端子与对应的充电母线连接；所述互济充电模块的输入端子与电源母线连接，其输出端子与对应的前端互济开关的动触点连接；所述前端互济开关的常闭合静触点与对应的充电母线连接，其常断开静触点与容量互济母线相连；所述后端互济开关的动触点与容量互济母线连接，其静触点与对应的充电母线连接；所述充电开关的动触点与对应的充电母线连接，其静触点与对应的充电枪连接；
将连接电动汽车的充电单元记为目标充电单元，当目标充电单元所需功率未超过自身功率时或当目标充电单元所需功率超过自身功率且其余充电单元没有可供互济的容量时，目标充电单元处于独立工作模式，在该工作模式下，控制目标充电单元的前端互济开关的动触点与常闭合静触点接通，后端互济开关处于开断状态，由目标充电单元中的充电母线通过充电抢向受电的电动汽车提供最大充电容量，该最大充电容量为目标充电单元内对应的基本充电模块容量与互济充电模块容量的总和；
当目标充电单元所需功率超过自身功率且其余充电单元有可供互济的容量时，目标充电单元处于容量互济受电工作模式；在该工作模式下，控制目标充电单元的前端互济 开关的动触点与常闭合静触点接通，后端互济开关处于闭合状态，目标充电单元的充电枪向受电的电动汽车提供的最大充电容量为容量互济母线上所连接的其他充电单元的互济充电模块容量、目标充电单元内对应的基本充电模块容量和目标充电单元内对应的互济充电模块容量的总和；
当充电场站内某一非目标充电单元所需功率超过自身功率且目标充电单元有可供互济的容量时，目标充电单元处于容量互济供电工作模式；在该工作模式下，控制目标充电单元的前端互济开关的动触点与断开静触点接通，后端互济开关处于开断状态，目标充电单元的互济充电模块与容量互济母线相连接。
进一步的，容量互济母线上所连接的多个充电单元中，有且仅有一个充电单元处于容量互济受电工作模式，存在一个或多个处于容量互济供电模式的充电单元。
进一步的，所述前端互济开关为转换型继电器。
进一步的，所述后端互济开关为动合型继电器。
有益效果：本发明与现有技术相比，具有以下优点：
(1)相比于一体式充电桩，本发明提升了电动充电场站中电源模块的使用率；
(2)相比于分体式电动汽车充电桩，本发明具有占地面积小、成本低、可靠性高的优势。
附图说明
图1为本发明的电气拓扑结构示意图；
图2为实施例中4桩容量互济充电场站系统示意图。
具体实施方式
现结合附图和实施例对本发明的技术方案做进一步说明。
本发明的容量互济充电场站包含N个充电单元、1个电源母线1001和1个容量互济母线1002；充电单元主要包括基本充电模块(图1中标号为：1211、2211…K211…N211)、互济充电模块(图1中标号为：1221、2221…K221…N221)、前端互济开关(图1中标号为：1111、2111…K111…N111)、后端互济开关(图1中标号为：1121、2121…K121…N121)、充电母线(图1中标号为：1401、2401…K401…N401)、充电开关(图1中标号为：1122、2122…K122…N122)和充电枪(图1中标号为：1311、2311…K311…N311)。
基本充电模块(图1中标号为：1211、2211…K211…N211)的输入端子与电源母线1001连接，其输出端子与对应的充电母线(图1中标号为：1401、2401…K401…N401)连接。
互济充电模块(图1中标号为：1221、2221…K221…N221)的输入端子与电源母线1001连接，其输出端子与对应的前端互济开关(图1中标号为：1111、 2111…K111…N111)的动触点连接。
前端互济开关(图1中标号为：1111、2111…K111…N111)的常闭合静触点与对应的充电母线(图1中标号为：1401、2401…K401…N401)连接，其常断开静触点与容量互济母线1002相连；前端互济开关优选转换型(Z型)继电器。
后端互济开关(图1中标号为：1121、2121…K121…N121)的动触点与容量互济母线1002连接，其静触点与对应的充电母线(图1中标号为：1401、2401…K401…N401)连接；后端互济开关优选动合型(H型)继电器。
充电开关(图1中标号为：1122、2122…K122…N122)的动触点与对应的充电母线(图1中标号为：1401、2401…K401…N401)连接，其静触点与对应的充电枪(图1中标号为：1311、2311…K311…N311)连接。
具体拓扑结构可参见图1，基于该拓扑机构，存在以下几种工作模式：
(1)独立工作模式；当目标充电单元所需功率未超过自身功率时，目标充电单元处于独立工作模式；或者当目标充电单元所需功率超过自身功率且充电场站内其余充电单元没有可供互济的容量时，目标充电单元处于独立工作模式；
处于独立工作模式的目标充电单元的前端互济开关的动触点与常闭合静触点接通，后端互济开关处于开断状态，使得目标充电单元能够通过充电枪向受电的电动汽车提供最大充电容量，该最大充电容量为目标充电单元内的基本充电模块与互济充电模块的总和。
(2)容量互济受电工作模式；当目标充电单元所需功率超过自身功率且充电场站内其余充电单元有闲置的互济充电模块可以提供互济容量时，目标充电单元处于容量互济受电工作模式；
处于容量互济受电工作模式的目标充电单元的前端互济开关的动触点与常闭合静触点接通，后端互济开关处于闭合状态，目标充电单元能够通过充电枪向受电的电动汽车提供最大充电容量，此时的最大充电容量为目标充电单元内对应的基本充电模块、互济充电模块与容量互济母线上所连接的其他充电单元的互济充电模块容量的总和。
(3)容量互济供电工作模式：当充电场站内某一充电单元(非目标充电单元)所需功率超过自身功率且目标充电有闲置的互济充电模块可以提供互济容量时，目标充电单元处于容量互济供电工作模式；
处于容量互济供电工作模式的目标充电单元的前端互济开关的动触点与断开静触点接通，后端互济开关处于开断状态，目标充电单元中互济充电模块与容量互济母线相连接。
一个充电场站中单一容量互济母线直接相连的充电单元群中，只能有一个充电单元处于容量互济受电工作模式，但可以有多个充电单元处于容量互济供电模式。
现以具有4个充电桩的电动汽车容量互济充电场站为例，进一步说明本发明的技术方案。
参见图2，该电动汽车容量互济充电场站包括与1个容量互济母线1002直接连接的4个充电单元，4个充电单元均由电源母线1001进行供电，且4个充电单元的配置是完全一致的。
现以第1个充电单元为例展开说明，该充电单元包括基本充电模块1211、容量互济充电模块1221、前端互济开关1111、后端互济开关1121、充电母线1401、充电开关1122以及充电枪1311，根据图1中各部件的连接关系，将第1个充电单元中各部件进行连接。
系统采用直流750V供电，电源母线1001接入DC750V配电网；基本充电模块1211选择隔离型DC/DC模块，额定容量为7kW，额定输入电压为直流750V，输出电压范围为直流200V至950V；容量互济充电模块1221选择隔离型DC/DC模块，额定容量为20kW，额定输入电压为直流750V，输出电压范围为直流200V至950V；前端互济开关1111选择额定电流为63A，额定电压为1000V的接触器；后端容量互济开关1121选择额定电流为160A的接触器。
在某一时刻的应用场景下，第1充电单元连接电动汽车需求功率为80kW，第2充电单元电动汽车需求功率为25kW，第3充电单元连接电动汽车需求功率为5kW，第4充电单元未连接电动汽车。第1充电单元需求功率超过自身的功率上限，第2充电单元刚好满足需求功率，第3充电单元和第4充电单元各自空闲20kW的容量互济充电模块。第1充电单元需要工作在容量互济受电工作模式，第2充电单元需要工作在独立工作模式，第3充电单元和第4充电单元需要工作在容量互济供电工作模式。
因此，第1充电单元的前端互济开关1111的动触点与常闭合静触点接通，后端互济开关1121工作在闭合状态；第1充电单元通过充电枪向受电的电动汽车提供最大充电容量，该最大充电电容为基本充电模块1211、互济充电模块1221、互济充电模块3221和互济充电模块4221的容量总和。
第2充电单元的前端互济开关2111的动触点与常闭合静触点接通，后端互济开关2121工作在断开状态，第2充电单元通过充电枪向受电的电动汽车提供最大充电容量，该最大充电容量为基本充电模块2211与互济充电模块2221的容量总和。
第3充电单元的前端互济开关3111的动触点与断开静触点接通，后端互济开关3121工作在断开状态，互济充电模块3221与容量互济母线1002相连接，向第1充电单元提供互济容量。
第4充电单元的前端互济开关4111的动触点与断开静触点接通，后端互济开关4121工作在断开状态，互济充电模块4221与容量互济母线1002相连接，向第1充电单元提 供互济容量。

Claims (3)

  1. 一种容量互济充电场站，其特征在于：包括多个充电单元、1个电源母线(1001)和1个容量互济母线(1002)；由电源母线(1001)为每个充电单元供电，充电单元通过容量互济母线(1002)向其他某一充电单元提供互济容量或通过容量互济母线(1002)接收来自其他充电单元的互济容量；
    每个所述充电单元均包括基本充电模块、互济充电模块、前端互济开关、后端互济开关、充电母线、充电开关和充电枪；所述基本充电模块的输入端子与电源母线(1001)连接，其输出端子与对应的充电母线连接；所述互济充电模块的输入端子与电源母线(1001)连接，其输出端子与对应的前端互济开关的动触点连接；所述前端互济开关的常闭合静触点与对应的充电母线连接，其常断开静触点与容量互济母线(1002)相连；所述后端互济开关的动触点与容量互济母线(1002)连接，其静触点与对应的充电母线连接；所述充电开关的动触点与对应的充电母线连接，其静触点与对应的充电枪连接；
    将连接电动汽车的充电单元记为目标充电单元，当目标充电单元所需功率未超过自身功率时或当目标充电单元所需功率超过自身功率且其余充电单元没有可供互济的容量时，目标充电单元处于独立工作模式，在该工作模式下，控制目标充电单元的前端互济开关的动触点与常闭合静触点接通，后端互济开关处于开断状态，由目标充电单元中的充电母线通过充电抢向受电的电动汽车提供最大充电容量，该最大充电容量为目标充电单元内对应的基本充电模块容量与互济充电模块容量的总和；
    当目标充电单元所需功率超过自身功率且其余充电单元有可供互济的容量时，目标充电单元处于容量互济受电工作模式；在该工作模式下，控制目标充电单元的前端互济开关的动触点与常闭合静触点接通，后端互济开关处于闭合状态，目标充电单元的充电枪向受电的电动汽车提供的最大充电容量为容量互济母线(1002)上所连接的其他充电单元的互济充电模块容量、目标充电单元内对应的基本充电模块容量和目标充电单元内对应的互济充电模块容量的总和；
    当充电场站内某一非目标充电单元所需功率超过自身功率且目标充电单元有可供互济的容量时，目标充电单元处于容量互济供电工作模式；在该工作模式下，控制目标充电单元的前端互济开关的动触点与断开静触点接通，后端互济开关处于开断状态，目标充电单元的互济充电模块与容量互济母线(1002)相连接。容量互济母线(1002)上所连接的多个充电单元中，有且仅有一个充电单元处于容量互济受电工作模式，存在一个或多个处于容量互济供电模式的充电单元。
  2. 根据权利要求1所述的一种容量互济充电场站，其特征在于：所述前端互济开关为转换型继电器。
  3. 根据权利要求1所述的一种容量互济充电场站，其特征在于：所述后端互济开关 为动合型继电器。
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