WO2024067865A1 - 换电站、充电控制方法、电子设备及计算机存储介质 - Google Patents

换电站、充电控制方法、电子设备及计算机存储介质 Download PDF

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Publication number
WO2024067865A1
WO2024067865A1 PCT/CN2023/122910 CN2023122910W WO2024067865A1 WO 2024067865 A1 WO2024067865 A1 WO 2024067865A1 CN 2023122910 W CN2023122910 W CN 2023122910W WO 2024067865 A1 WO2024067865 A1 WO 2024067865A1
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WO
WIPO (PCT)
Prior art keywords
battery
charging
charging device
module
power
Prior art date
Application number
PCT/CN2023/122910
Other languages
English (en)
French (fr)
Inventor
张建平
刘炳
Original Assignee
奥动新能源汽车科技有限公司
上海电巴新能源科技有限公司
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Application filed by 奥动新能源汽车科技有限公司, 上海电巴新能源科技有限公司 filed Critical 奥动新能源汽车科技有限公司
Publication of WO2024067865A1 publication Critical patent/WO2024067865A1/zh

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Classifications

    • 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
    • B60L53/12—Inductive 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
    • B60L53/10—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
    • 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
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • 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
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • 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
    • 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
    • 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
    • B60L53/80—Exchanging energy storage elements, e.g. removable batteries
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60S—SERVICING, CLEANING, REPAIRING, SUPPORTING, LIFTING, OR MANOEUVRING OF VEHICLES, NOT OTHERWISE PROVIDED FOR
    • B60S5/00—Servicing, maintaining, repairing, or refitting of vehicles
    • B60S5/06—Supplying batteries to, or removing batteries from, vehicles
    • 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
    • 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

Definitions

  • the present invention relates to the technical field of electric vehicle charging and battery replacement, and in particular to a battery replacement station, a charging control method, an electronic device and a computer storage medium.
  • the existing methods of charging electric vehicles are divided into battery replacement and direct charging.
  • the number of battery replacement vehicles and direct charging vehicles in different regions is different and will continue to change.
  • the charging demand of the two types of electric vehicles in different time periods also changes continuously.
  • the cost of building new charging equipment such as high-power charging piles is too high, but the demand is unstable. Whether it is a battery swap station or a charging pile, there will be a phenomenon of charging equipment being in short supply or being idle, resulting in waste or tension of charging resources.
  • the technical problem to be solved by the present invention is to overcome the defects in the prior art that the cost of building new charging equipment alone is too high but the demand is unstable, resulting in waste or shortage of charging resources, and to provide a battery swap station, a charging control method, an electronic device and a computer storage medium.
  • the present invention provides a battery swap station, which includes a power supply system, a first charging device and a second charging device, wherein the first charging device and the second charging device are electrically connected to the power supply system respectively, the first charging device is used to charge the battery swap in the battery swap station, and the second charging device is used to charge the electric vehicle.
  • the first charging device includes a selection module and a unidirectional charging module, wherein the selection module is electrically connected to the battery swap and the second charging device respectively; wherein, when the selection module is in a first state, the power supply system charges the battery swap through the unidirectional charging module; and when the selection module is in a second state, the power supply system supplies power to the second charging device through the unidirectional charging module.
  • This solution is based on setting up a first charging device and a second charging device in a battery swap station.
  • the first charging device is used to charge the battery swapping battery in the battery swap station
  • the second charging device is used to charge electric vehicles.
  • the battery swapping of battery swapping vehicles and the charging of direct charging vehicles can be completed at the battery swap station.
  • the charging resources of the battery swap station are distributed between the first charging device and the second charging device, which alleviates the waste or shortage of charging resources. No matter what kind of vehicle the owner drives, he can replenish electricity at the battery swap station, which improves the owner's experience.
  • a configuration selection module is added for battery swap stations where the existing charging equipment is only equipped with a one-way charging module.
  • the selection module and the one-way charging module constitute the first charging device and are electrically connected to the second charging device, so that the selection module can select whether the power supply system provides power to the first charging device or to the second charging device, and the charging resources are reasonably configured.
  • the power supply system includes a transformer, and the rated power of the transformer is less than the sum of the maximum output powers of the first charging device and the second charging device.
  • This solution allocates the charging resources of the battery swap station so that the transformer in the power supply system does not need to meet the sum of the maximum power of the first charging device and the second charging device used simultaneously, thereby reducing the requirements for transformer specifications, reducing the construction and maintenance costs of the battery swap station, and avoiding idleness and waste of charging resources.
  • each one-way charging module is electrically connected to one of the battery replacement batteries;
  • part or all of the unidirectional charging modules supply power to the second charging device.
  • the selection module includes a bus contactor, an input end of the bus contactor is connected to the power supply system, and an output end of the bus contactor is electrically connected to the unidirectional charging module and the second charging device, respectively.
  • the selection module includes a plurality of bus-connecting contactors; a preset number of the unidirectional charging modules are connected in parallel to the second charging device via the bus-connecting contactors.
  • This solution realizes the selective switching control of the output of the unidirectional charging module through the bus contactor, and has a simple and stable structure.
  • the second charging device is a charging pile, and the power of the charging pile is greater than 200 kW (kilowatts).
  • This solution sets up high-power charging piles in the battery swap station.
  • the high-power charging piles can reuse the charging resources in the battery swap station, thereby achieving high-speed charging of direct-charging vehicles at a lower cost, expanding the functional scope of the battery swap station and improving the user experience.
  • the second charging device is a wireless charging device.
  • the second charging device is configured as a wireless charging device, which is easy and safe to use, avoids the risk of sparks and electric shock, has no dust accumulation and contact loss, no mechanical wear and does not require corresponding maintenance, and can adapt to a variety of harsh environments and weather.
  • the present invention further provides a charging control method, which is applied to the battery swap station as described above, and includes:
  • the output requirement includes an expected output power.
  • the power supply system includes a transformer, and the first charging device includes a selection module and a unidirectional charging module.
  • the selection module When the selection module is in a first state, the power supply system charges the battery replacement battery through the unidirectional charging module; when the selection module is in a second state, the power supply system supplies power to the second charging device through the unidirectional charging module;
  • the step of configuring the first charging device and/or the power supply system according to the output requirement includes:
  • the selection module is controlled to switch to the second state.
  • This solution is based on setting up a first charging device and a second charging device in a battery swap station.
  • the first charging device is used to charge the battery swap in the battery swap station
  • the second charging device is used to charge electric vehicles. Both the battery swap of battery swap vehicles and the charging of direct charging vehicles can be completed in the battery swap station.
  • the charging resources of the battery swap station are allocated between the first charging device and the second charging device, which alleviates the waste or shortage of charging resources, and ensures that the second charging device can reach the expected output power, thereby ensuring the charging time of the directly charged vehicle and improving the charging experience of the direct charging vehicle owner.
  • a configuration selection module is added.
  • the selection module and the one-way charging module constitute the first charging device and are electrically connected to the second charging device, so that the selection module can select whether the power system provides power to the first charging device or to the second charging device.
  • the control selection module switches to the second state, realizing the reasonable configuration of charging resources.
  • the power supply system includes a battery replacement battery and/or an energy storage battery
  • the steps of configuring the first charging device and/or the power supply system according to the output demand include:
  • the second charging device may be powered by a battery replacement battery in a battery replacement station used to replace batteries in battery replacement vehicles, or a storage battery used for power regulation, thereby ensuring the power supply of the second charging device.
  • the first charging device further includes a bidirectional charging module, and the power system charges the battery-changing battery through the bidirectional charging module; and/or the battery-changing battery discharges to the power system through the bidirectional charging module;
  • the battery-changing battery electrically connected to the bidirectional charging module is a first battery-changing battery, and the battery-changing battery electrically connected to the unidirectional charging module is a second battery-changing battery;
  • the method further comprises:
  • This solution is based on controlling the SOC value of the first battery exchange battery to be higher than the SOC value of the second battery exchange battery, thereby ensuring sufficient discharge capacity to supply the second charging device. It can also prevent the battery exchange battery with a too low SOC value from being over-discharged and causing battery loss.
  • the step of configuring the first charging device and/or the power supply system according to the output requirement further includes:
  • the output power of the battery-exchange station can also be reduced by reducing the charging power or stopping charging to ensure the normal operation of the second charging equipment.
  • the present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the charging control method as described above when executing the computer program.
  • the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the charging control method as described above when executed by a processor.
  • the battery swap station provided by the present invention arranges a first charging device and a second charging device in the battery swap station.
  • the first charging device is used to charge the battery swap batteries in the battery swap station
  • the second charging device is used to charge the electric vehicles. Both the battery swapping of the battery swap vehicles and the charging of the direct charging vehicles can be completed in the battery swap station.
  • the charging resources of the battery swap station are distributed between the first charging device and the second charging device, which alleviates the waste or shortage of charging resources. Moreover, no matter what kind of vehicle the owner drives, he can replenish electricity at the battery swap station, which improves the owner's user experience.
  • FIG1 is a first structural schematic diagram of a battery swap station in Embodiment 1 of the present invention.
  • FIG2 is a second schematic diagram of the structure of the battery swap station in Embodiment 1 of the present invention.
  • FIG3 is a third structural schematic diagram of the battery swap station in Embodiment 1 of the present invention.
  • FIG. 4 is a fourth structural schematic diagram of the battery swap station in Embodiment 1 of the present invention.
  • FIG5 is a fifth structural schematic diagram of the battery swap station in Embodiment 1 of the present invention.
  • FIG6 is a first flow chart of a charging control method in Embodiment 2 of the present invention.
  • FIG. 7 is a second flow chart of the charging control method in Embodiment 2 of the present invention.
  • FIG8 is a third flow chart of the charging control method in Embodiment 2 of the present invention.
  • FIG. 9 is a schematic diagram of the hardware structure of an electronic device in Embodiment 3 of the present invention.
  • the battery swap station includes a power system 3, a first charging device 1 and a second charging device 2.
  • the first charging device 1 and the second charging device 2 are electrically connected to the power system 3 respectively.
  • the first charging device 1 is used to charge the battery swap in the battery swap station, and the second charging device 2 is used to charge the electric vehicle.
  • the power supply system 3 includes a transformer 4, and the rated power of the transformer 4 is less than the sum of the maximum output powers of the first charging device 1 and the second charging device 2.
  • the user's electricity demand is not constant, but constantly changing.
  • the charging demand is usually relatively stable, but there will be peak demand during certain periods.
  • increasing the rated power of the transformer 4 will improve the charging efficiency during peak power consumption, it will lead to higher construction and maintenance costs, and the proportion of time periods at peak power consumption is not large, and most of the time periods will lead to idleness and waste of charging resources. Therefore, in practical applications, the requirements for the specifications of the transformer 4 can be reduced, and the rated power of the transformer 4 does not need to be greater than or equal to the sum of the maximum output powers of the first charging device 1 and the second charging device 2.
  • the first charging device 1 includes a bidirectional charging module 11; the power system 3 charges the battery swap 5 through the bidirectional charging module 11; the battery swap 5 discharges to the power system 3 through the bidirectional charging module 11.
  • the battery swap battery and the power system are connected through a bidirectional charging module, so that the battery swap battery can switch between the charging state and the discharging state according to the actual power consumption, making full use of the characteristics of the battery swap battery.
  • the battery swap battery can be switched to the discharging state.
  • the battery swap battery is incorporated into the power system through the bidirectional charging module, which not only increases the output power of the power system, but also reduces the charging demand of the battery swap battery, so that the second charging device can work normally; when the charging demand is less than the output power of the power system, the battery swap battery continues to charge, thereby rationally allocating the charging resources to prevent the idleness and waste of charging resources.
  • each bidirectional charging module 11 is electrically connected to a battery replacement battery 5; when the sum of the expected output power of the first charging device 1 and the second charging device 2 is greater than the rated power of the transformer, part or all of the battery replacement battery 5 discharges to the power supply system 3 through the bidirectional charging module 11.
  • the operating status of the second charging device 2 obtains the expected output power of the first charging device 1 and the second charging device 2, and then determines whether the sum of the expected output power of the first charging device 1 and the second charging device 2 is greater than the rated power of the transformer. If it is judged to be yes, the status of part or all of the battery replacement batteries is switched, and the battery replacement batteries are discharged to the power supply system 3 through the bidirectional charging module to increase the total output power of the power supply system 3.
  • the battery replacement battery that discharges to the power supply system 3 through the bidirectional charging module is a target battery whose SOC value is within a preset SOC range.
  • the battery replacement battery that is switched to the discharge state can be screened out by the SOC value of the battery replacement battery.
  • the selection of the preset SOC range can be specifically determined according to the battery replacement SOC standard to avoid affecting the reserve of the battery replacement battery. For example, if the battery replacement SOC standard is 95%, that is, the battery charged to more than 95% can be replaced for the battery replacement vehicle.
  • a battery replacement battery with an SOC value greater than 95% can be selected for discharge and discharged to 95%; or a battery replacement battery with a large difference between the SOC value and the battery replacement SOC standard can be selected, such as a battery replacement battery with an SOC value less than 60%, to avoid causing the battery that is quickly charged to the battery replacement SOC standard to be discharged and affect the reserve of the battery replacement battery.
  • the lower limit value of the preset SOC range can also be set to prevent the battery replacement battery with a too low SOC value from being in an over-discharged state and causing battery loss, such as selecting a battery replacement battery with an SOC value greater than 30% for discharge. That is, in a preferred embodiment, a battery replacement battery with an SOC value greater than the battery replacement SOC standard and an SOC value between 30% and 60% can be selected for discharge.
  • the first charging device 1 includes a selection module 12 and a unidirectional charging module 13, and the selection module 12 is electrically connected to the battery swap battery 5 and the second charging device 2 respectively.
  • the power system 3 charges the battery swap 5 through the unidirectional charging module 13; when the selection module 12 is in the second state, the power system 3 supplies power to the second charging device 2 through the unidirectional charging module 13.
  • an additional configuration selection module 12 can be configured.
  • the selection module 12 and the unidirectional charging module 13 constitute the first charging device 1, and are electrically connected to the second charging device 2, so that the selection module 12 can select whether the power system 3 provides power to the first charging device 1 or to the second charging device 2.
  • each unidirectional charging module 13 is electrically connected to a battery replacement battery 5; when the second charging device 2 is working, some or all of the unidirectional charging modules supply power to the second charging device 2.
  • the selection module 12 includes a bus contactor, the input end of the bus contactor is connected to the power system, and the output end of the bus contactor is electrically connected to the unidirectional charging module 13 and the second charging device 2 respectively.
  • the selection module 12 includes A plurality of bus contactors; a preset number of one-way charging modules 13 are connected in parallel to the second charging device 2 through the bus contactors.
  • the bus contactor has a simple and stable structure, and can effectively realize the selection and switching control of the output of the one-way charging module 13.
  • the bus contactor and the one-way charging module 13 constitute the first charging device 1, and are electrically connected to the second charging device 2.
  • the bus contactor can select whether the power supply system 3 provides power to the first charging device 1 or to the second charging device 2.
  • the second charging device 2 is a charging pile, and the power of the charging pile is greater than 200kW.
  • a charging pile with a power greater than 200kW is a high-power charging pile, which greatly improves the user's charging experience.
  • the high-power charging pile can reuse the charging resources in the battery swap station, thereby achieving high-speed charging of direct-charging vehicles at a lower cost, avoiding idleness and waste of charging resources, expanding the functional scope of the battery swap station, and improving the user experience.
  • the second charging device is a wireless charging device.
  • the second charging device can be configured as a wireless charging device, which is not electrically connected to the electric vehicle through a wire, and does not require plugging and unplugging of charging connectors. It is easy and safe to use, avoids the risk of sparks and electric shock, and has no dust accumulation and contact loss, no mechanical wear and tear, and does not require corresponding maintenance, and is adaptable to a variety of harsh environments and weather.
  • the battery swap station includes a battery swap point, and the electric vehicle is charged at the battery swap point through the second charging device 2.
  • the second charging device 2 in the battery swap station can be arranged near the battery swap point, and the battery swap vehicle and the direct charging vehicle share the same position, saving space in the battery swap station.
  • the battery swap station includes a charging position, and the electric vehicle is charged at the charging position through the second charging device 2.
  • the battery swap position and the charging position can be separately set in the battery swap station to avoid mutual influence between the battery swap vehicle and the direct charging vehicle, thereby improving the efficiency and safety of the battery swap station.
  • the battery swap station includes a plurality of battery swap points, and the plurality of battery swap points are arranged in an array parallel to or perpendicular to the driving direction.
  • Figure 4 is a fourth structural schematic diagram of the battery swap station in this embodiment.
  • this embodiment provides an array-type battery swap station, which includes a plurality of battery swap points 100, each of which is respectively configured with a second charging device 2, and the battery swap points 100 and the second charging device 2 are sequentially arranged perpendicular to the driving direction; by increasing the battery swap stations, more vehicles can be accommodated for battery swapping at the same time.
  • the second charging device 2 is arranged on one side of the battery swap point 100.
  • the array-type battery swap station includes a first array unit 910 formed by two second charging devices 2 arranged opposite to each other perpendicular to the driving direction, and the two The vehicle loading platform 100 is located between the two second charging devices 2;
  • a plurality of first array units 910 arranged in parallel form an array-type battery swap station; the first array units 910 are arranged in parallel along the driving direction with a regular layout, the vehicle battery swap process is more orderly, and more battery swap stations are provided, which can provide battery swap services for more vehicles.
  • a spare lane 700 is provided between the vehicle loading platforms 100 of the two oppositely arranged second charging devices 2 perpendicular to the driving direction; in this embodiment, by providing the spare lane 700, sufficient space can be provided for the passage of vehicles, which is conducive to the passage and waiting of vehicles, and the battery replacement of the vehicle in front will not affect the passage of the vehicle behind, thereby improving the user experience.
  • FIG 5 is a fifth structural diagram of the battery swap station in this embodiment.
  • this embodiment provides an array-type battery swap station, which can greatly save space through staggered arrangement, has a compact layout, and can set up more battery swap stations in a limited space.
  • the vehicles parked on the vehicle loading platforms arranged front and back along the driving direction do not interfere with each other, and the vehicles pass smoothly.
  • the electric vehicle on at least one battery swapping point can be charged by the corresponding second charging device 2.
  • the battery swapping points can be reused as charging points without setting up additional charging points, which improves the space utilization of the battery swapping station, and the workstations of battery swapping vehicles and direct charging vehicles can also be flexibly selected to avoid mutual influence.
  • the battery swap station of this embodiment is provided with a first charging device and a second charging device in the battery swap station.
  • the first charging device is used to charge the battery swapping battery in the battery swap station
  • the second charging device is used to charge the electric vehicle. Both the battery swapping of the battery swapping vehicle and the charging of the direct charging vehicle can be completed at the battery swap station.
  • the charging resources of the battery swap station are distributed between the first charging device and the second charging device, which alleviates the waste or shortage of charging resources. At the same time, no matter what kind of vehicle the owner drives, he can replenish electricity at the battery swap station, which improves the owner's experience.
  • FIG. 6 is a first flow chart of the charging control method in this embodiment. Specifically, the charging control method is applied to the battery swap station in Example 1, and the charging control method includes:
  • S102 Configure the first charging device and/or the power system according to the output requirement so that the second charging device meets the output requirement.
  • the output demand includes the expected output power.
  • the second charging device is a charging pile, and the power of the charging pile is greater than 200 kW.
  • the power supply system includes a battery replacement battery and/or an energy storage battery
  • step S102 includes:
  • the second charging device may be powered by a battery replacement battery in a battery replacement station used to replace battery replacement vehicles, or a storage battery used for power regulation, thereby ensuring the power supply of the second charging device.
  • the power supply system includes a transformer
  • the first charging device includes a bidirectional charging module
  • step S102 includes:
  • the rated power of the transformer does not need to be greater than or equal to the sum of the maximum output power of the first charging device and the second charging device, which reduces the requirements for the transformer specifications.
  • control the battery replacement corresponding to some or all of the two-way charging modules to discharge to the power supply system which not only improves the output power of the power supply system, but also reduces the charging demand of the battery replacement battery to meet the normal operation of the second charging device.
  • step S1022 includes:
  • the battery swapping batteries to be switched to the discharge state can be filtered out by the SOC value of the battery swapping batteries.
  • a battery swapping battery with an SOC value greater than 75% can be selected to be switched to the discharge state, which can prevent the battery swapping battery with a too low SOC value from being in an over-discharged state and causing battery loss.
  • step S1022 includes:
  • S10223 Determine the number of battery swap batteries and the discharge power to be discharged into the power system according to the power difference. Specifically, the number of battery swap batteries and the discharge power to be discharged into the power system are accurately determined according to the power difference between the sum of the expected output power and the rated power of the transformer, so as to reasonably configure the battery swap batteries to be discharged and avoid wasting charging resources.
  • the first charging device includes a unidirectional charging module and a bidirectional charging module, and the power supply system is bidirectional.
  • the charging module charges the battery-swap battery; and/or the battery-swap battery discharges to the power supply system through the bidirectional charging module;
  • the battery-swap battery electrically connected to the bidirectional charging module is the first battery-swap battery, and the battery-swap battery electrically connected to the unidirectional charging module is the second battery-swap battery;
  • the method also includes:
  • the SOC value of the first battery exchange battery is controlled to be higher than the SOC value of the second battery exchange battery, thereby ensuring sufficient discharge capacity to supply the second charging device, and preventing the battery exchange battery with a too low SOC value from being in an over-discharged state and causing battery loss.
  • step S102 further includes:
  • the output power of the battery-exchange station can also be reduced by reducing the charging power or stopping charging to ensure the normal operation of the second charging equipment.
  • the power system includes a transformer
  • the first charging device includes a selection module and a unidirectional charging module.
  • the selection module When the selection module is in a first state, the power system charges the battery replacement battery through the unidirectional charging module; when the selection module is in a second state, the power system supplies power to the second charging device through the unidirectional charging module; step S102 includes:
  • the control selection module is switched to the second state.
  • a configuration selection module can be added.
  • the selection module and the one-way charging module constitute a first charging device and are electrically connected to the second charging device, so that the selection module can select whether the power system provides power to the first charging device or to the second charging device.
  • the control selection module is switched to the second state.
  • the charging control method of this embodiment by distributing the charging resources of the battery swap station between the first charging device and the second charging device in the above-mentioned battery swap station, alleviates the waste or shortage of charging resources, and ensures that the second charging device can reach the expected output power, thereby ensuring the charging time of the direct charging vehicle and improving the charging experience of the direct charging vehicle owner.
  • the battery swapping of the battery swapping vehicle and the charging of the direct charging vehicle can be completed at the battery swapping station. No matter what kind of vehicle the owner drives, he can replenish electricity at the battery swapping station, which improves the owner's experience.
  • FIG9 is a schematic diagram of the structure of an electronic device provided by Embodiment 3 of the present invention.
  • the electronic device includes a memory, a processor and A computer program stored in a memory and executable on a processor, when the processor executes the program, implements the charging control method of Embodiment 2.
  • the electronic device 30 shown in FIG9 is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.
  • the electronic device 30 may be in the form of a general-purpose computing device, for example, it may be a server device.
  • the components of the electronic device 30 may include, but are not limited to: at least one processor 31, at least one memory 32, and a bus 33 connecting different system components (including the memory 32 and the processor 31).
  • the bus 33 includes a data bus, an address bus, and a control bus.
  • the memory 32 may include a volatile memory, such as a random access memory (RAM) 321 and/or a cache memory 322 , and may further include a read-only memory (ROM) 323 .
  • RAM random access memory
  • ROM read-only memory
  • the memory 32 may also include a program/utility 325 having a set (at least one) of program modules 324, such program modules 324 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.
  • program modules 324 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.
  • the processor 31 executes various functional applications and data processing by running the computer programs stored in the memory 32 , such as the charging control method of the second embodiment of the present invention.
  • the electronic device 30 may also communicate with one or more external devices 34 (e.g., keyboards, pointing devices, etc.). Such communication may be performed via an input/output (I/O) interface 35.
  • the model-generated device 30 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and/or a public network, such as the Internet) via a network adapter 36.
  • the network adapter 36 communicates with other modules of the model-generated device 30 via a bus 33.
  • model-generated device 30 may be used in conjunction with the model-generated device 30, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID (disk array) systems, tape drives, and data backup storage systems, etc.
  • This embodiment provides a computer-readable storage medium on which a computer program is stored.
  • the program is executed by a processor, The charging control method of the second embodiment is now described.
  • the readable storage medium may include but is not limited to: a portable disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical storage device, a magnetic storage device or any suitable combination of the above.
  • the present invention may also be implemented in the form of a program product, which includes a program code.
  • the program product When the program product is run on a terminal device, the program code is used to enable the terminal device to execute the charging control method of embodiment 2.
  • the program code for executing the present invention may be written in any combination of one or more programming languages, and may be executed entirely on a user device, partially on a user device, as an independent software package, partially on a user device and partially on a remote device, or entirely on a remote device.

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Abstract

本发明公开了一种换电站、充电控制方法、电子设备及计算机存储介质，所述换电站包括电源系统、第一充电设备以及第二充电设备，所述第一充电设备用于对所述换电站内的换电电池充电，所述第二充电设备用于对所述电动汽车充电；第一充电设备包括选择模块和单向充电模块；当选择模块处于第一状态时，电源系统通过单向充电模块对换电电池进行充电；当选择模块处于第二状态时，电源系统通过单向充电模块对第二充电设备供电。本发明的换电站的第一充电设备对换电站内的换电电池充电，第二充电设备对电动汽车充电，对车辆的换电和充电均可以在换电站完成，换电站的充电资源在第一充电设备和第二充电设备之间分配，缓解了充电资源出现浪费或紧张的情况。

Description

换电站、充电控制方法、电子设备及计算机存储介质
本申请要求申请日为2022年9月30日的中国专利申请202211216122.5以及申请日为2022年10月10日的中国专利申请202211236280.7的优先权。本申请引用上述中国专利申请的全文。
技术领域
本发明涉及电动车充换电技术领域，特别涉及一种换电站、充电控制方法、电子设备及计算机存储介质。
背景技术
现有的电动车充电的方式分为更换电池和直接充电两种，在不同区域换电车辆和直充车辆的数量不尽相同且会持续变化，不同时间段两种电动车辆的充电需求也是持续变化的，尤其是高功率充电桩等新型充电设备单独建设成本过高，但需求不稳定，不管是换电站还是充电桩，均会发生充电设备供不应求或被闲置的现象，导致充电资源出现浪费或紧张的情况。
发明内容
本发明要解决的技术问题是为了克服现有技术中新型充电设备单独建设成本过高但需求不稳定导致充电资源出现浪费或紧张的情况的缺陷，提供一种换电站、充电控制方法、电子设备及计算机存储介质。
本发明是通过下述技术方案来解决上述技术问题：
本发明提供一种换电站，所述换电站包括电源系统、第一充电设备以及第二充电设备，所述第一充电设备与所述第二充电设备分别与所述电源系统电连接，所述第一充电设备用于对所述换电站内的换电电池充电，所述第二充电设备用于对所述电动汽车充电。所述第一充电设备包括选择模块和单向充电模块，所述选择模块分别与所述换电电池以及所述第二充电设备电连接；其中，当所述选择模块处于第一状态时，所述电源系统通过所述单向充电模块对所述换电电池进行充电；当所述选择模块处于第二状态时，所述电源系统通过所述单向充电模块对所述第二充电设备供电。
本方案基于在换电站内设置第一充电设备和第二充电设备，第一充电设备用于对换电站内的换电电池充电，第二充电设备用于对电动汽车充电，对于换电车辆的换电以及直充车辆的充电均可以在换电站完成，换电站的充电资源在第一充电设备和第二充电设备之间分配，缓解了充电资源出现浪费或紧张的情况，且车主不管驾驶哪种车辆均可以在换电站进行电能补充，提高了车主的使用体验。进一步，对于现有充电设备只配置了单向充电模块的换电站，增加配置选择模块，选择模块与单向充电模块构成第一充电设备，并与第二充电设备电连接，使得选择模块可以选择电源系统向第一充电设备提供电能还是向第二充电设备提供电能，合理配置了充电资源。较佳地，所述电源系统包括变压器，所述变压器的额定功率小于所述第一充电设备与所述第二充电设备的最大输出功率之和。
本方案通过对换电站的充电资源进行分配，使得电源系统中的变压器无需满足第一充电设备与第二充电设备同时使用的最大功率之和，降低了对变压器规格的要求，降低了换电站的建设、维护成本，避免了充电资源的闲置和浪费。
较佳地，所述单向充电模块的数量为多个，每个所述单向充电模块与一个所述换电电池电连接；
当所述第二充电设备工作时，部分或全部的所述单向充电模块向所述第二充电设备供电。
较佳地，所述选择模块包括母联接触器，所述母联接触器的输入端与所述电源系统连接，所述母联接触器的输出端分别与所述单向充电模块以及所述第二充电设备电连接。
较佳地，所述选择模块包括若干母联接触器；预设数量的所述单向充电模块通过所述母联接触器并联于所述第二充电设备。
本方案通过母联接触器实现单向充电模块输出的选择切换控制，结构简单稳定。
较佳地，所述第二充电设备为充电桩，所述充电桩的功率大于200kW(千瓦)。
本方案通过在换电站内设置高功率充电桩，高功率充电桩可以复用换电站内的充电资源，从而在较低的成本下实现了直充车辆的高速充电，扩展了换电站的功能范围，提高了用户的使用体验。
较佳地，所述第二充电设备为无线充电设备。
本方案中，第二充电设备被配置为无线充电设备，使用方便、安全，避免了火花及触电的危险，并且无积尘和接触损耗，无机械磨损不需要相应的维护，适应多种恶劣环境和天气。
本发明还提供一种充电控制方法，所述充电控制方法应用于如上所述的换电站，所述充电控制方法包括：
获取所述第二充电设备的输出需求；
根据所述输出需求配置所述第一充电设备和/或所述电源系统，以使所述第二充电设备满足所述输出需求；
较佳地，所述输出需求包括预计输出功率。
所述电源系统包括变压器，所述第一充电设备包括选择模块与和单向充电模块，当所述选择模块处于第一状态时，所述电源系统通过所述单向充电模块对所述换电电池进行充电；当所述选择模块处于第二状态时，所述电源系统通过所述单向充电模块对所述第二充电设备供电；
根据所述输出需求配置所述第一充电设备和/或所述电源系统的步骤包括：
当所述第二充电设备工作时，控制所述选择模块切换为第二状态。
本方案基于在换电站内设置第一充电设备和第二充电设备，第一充电设备用于对换电站内的换电电池充电，第二充电设备用于对电动汽车充电，对于换电车辆的换电和直充车辆的充电均可以在换电站完成，换电站的充电资源在第一充电设备和第二充电设备之间分配，缓解了充电资源出现浪费或紧张的情况，并且保证了第二充电设备能够达到预计输出功率，进而保证了直接充电的车辆的充电时间，提高了直充车车主的充电体验。同时车主不管驾驶哪种车辆均可以在换电站进行电能补充。进一步，对于现有充电设备只配置了单向充电模块的换电站，增加配置选择模块，选择模块与单向充电模块构成第一充电设备，并与第二充电设备电连接，使得选择模块可以选择电源系统向第一充电设备提供电能还是向第二充电设备提供电能，当第二充电设备工作时，控制选择模块切换为第二状态，实现了充电资源的合理配置。
较佳地，所述电源系统包括换电电池和/或储能电池，根据所述输出需求配置所述第一充电设备和/或所述电源系统的步骤包括：
控制所述换电电池和/或所述储能电池向所述第二充电设备供电。
本方案中，为第二充电设备供电的可以是换电站内用于给换电车辆进行换电的换电电池，或用于电力调节的储能电池，从而保证第二充电设备的电力供应。
较佳地，所述第一充电设备还包括双向充电模块，所述电源系统通过所述双向充电模块对所述换电电池进行充电；和/或，所述换电电池通过所述双向充电模块向所述电源系统放电；与所述双向充电模块电连接的换电电池为第一换电电池，与所述单向充电模块电连接的换电电池为第二换电电池；
所述方法还包括：
控制所述第一换电电池的SOC值高于所述第二换电电池的SOC值。
本方案基于控制第一换电电池的SOC值高于第二换电电池的SOC值，从而保障足够的放电能力供应第二充电设备，还可以防止SOC值过低的换电电池处于过放的状态而导致电池的损耗。
较佳地，所述根据所述输出需求配置所述第一充电设备和/或所述电源系统的步骤还包括：
减小所述第二换电电池的充电功率或停止对所述第二换电电池充电。
本方案中对于不能进行放电的第二换电电池，还可以通过减小充电功率或停止充电来降低换电站的输出功率，以保障第二充电设备的正常工作。
本发明还提供一种电子设备，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现如上所述的充电控制方法。
本发明还提供一种计算机可读存储介质，其上存储有计算机程序，所述计算机程序被处理器执行时实现如上所述的充电控制方法。
本发明的积极进步效果在于：
本发明提供的换电站，通过在换电站内设置第一充电设备和第二充电设备，第一充电设备用于对换电站内的换电电池充电，第二充电设备用于对电动汽车充电，对于换电车辆的换电和直充车辆的充电均可以在换电站完成，换电站的充电资源在第一充电设备和第二充电设备之间分配，缓解了充电资源出现浪费或紧张的情况，且车主不管驾驶哪种车辆均可以在换电站进行电能补充，提高了车主的使用体验。
附图说明
图1为本发明实施例1中的换电站的第一结构示意图。
图2为本发明实施例1中的换电站的第二结构示意图。
图3为本发明实施例1中的换电站的第三结构示意图。
图4为本发明实施例1中的换电站的第四结构示意图。
图5为本发明实施例1中的换电站的第五结构示意图。
图6为本发明实施例2中的充电控制方法的第一流程图。
图7为本发明实施例2中的充电控制方法的第二流程图。
图8为本发明实施例2中的充电控制方法的第三流程图。
图9为本发明实施例3中的一种电子设备的硬件结构示意图。
具体实施方式
下面通过实施例的方式进一步说明本发明，但并不因此将本发明限制在所述的实施例范围之中。
实施例1
请参考图1，其为本实施例中的换电站的第一结构示意图。具体的，所述换电站包括电源系统3、第一充电设备1以及第二充电设备2，第一充电设备1与第二充电设备2分别与电源系统3电连接，第一充电设备1用于对换电站内的换电电池充电，第二充电设备2用于对电动汽车充电。
在一种可选的实施方式中，电源系统3包括变压器4，变压器4的额定功率小于第一充电设备1与第二充电设备2的最大输出功率之和。具体地，用户的用电需求不是恒定的，而是不断变化的，充电需求通常较平稳但会在某些时段出现需求高峰，增大变压器4的额定功率虽然会提高用电峰值时的充电效率，但会导致较高的建设、维护成本，并且处于用电高峰的时段所占比例并不大，进而大部分时段会导致充电资源的闲置和浪费。因此，在实际应用中，可以降低对变压器4规格的要求，变压器4的额定功率不需要大于等于第一充电设备1与第二充电设备2的最大输出功率之和。
请参考图2，其为本实施例中的换电站的第二结构示意图。具体的，在一种可选的实施方式中，第一充电设备1包括双向充电模块11；电源系统3通过双向充电模块11对换电电池5进行充电；换电电池5通过双向充电模块11向电源系统3放电。换电电池和电源系统通过双向充电模块连接，使得换电电池可以根据实际用电情况，在充电状态和放电状态之间进行切换，充分利用了换电电池的特点，当充电需求超过电源系统的输出功率时，换电电池可以切换为放电状态，换电电池通过双向充电模块并入电源系统，既提高了电源系统的输出功率，又减小了换电电池的充电需求，使得第二充电设备可以正常工作；当充电需求小于电源系统的输出功率时，换电电池继续进行充电，进而对充电资源进行了合理配置，防止充电资源的闲置和浪费。
在一种可选的实施方式中，双向充电模块11的数量为多个，每个双向充电模块11与一个换电电池5电连接；当第一充电设备1与第二充电设备2的预计输出功率之和大于变压器的额定功率时，部分或全部的换电电池5通过双向充电模块11向电源系统3放电。具体地，根据第一充电设备1与第 二充电设备2的运行情况获取第一充电设备1与第二充电设备2的预计输出功率，进而判断第一充电设备1与第二充电设备2的预计输出功率之和是否大于变压器的额定功率，若判断为是，则切换部分或全部的换电电池的状态，并使换电电池通过双向充电模块向电源系统3放电，以提高电源系统3的总输出功率。
在一种可选的实施方式中，通过双向充电模块向电源系统3放电的换电电池为SOC值处于预设SOC范围的目标电池。具体地，可以通过换电电池的SOC值筛选出切换为放电状态的换电电池，例如，预设SOC范围的选择具体可以根据换电SOC标准确定，以避免影响换电电池的储备，例如若换电SOC标准为95％，即充电至95％以上的电池可以为换电车辆进行更换，这种情况下，可以选择SOC值大于95％的换电电池进行放电，并放电至95％为止；或者可以选择SOC值与换电SOC标准差距较大的换电电池，例如选择SOC值小于60％的换电电池，以避免使快充电至换电SOC标准的电池进行放电影响换电电池的储备。同时，还可以设定预设SOC范围的下限值，从而防止SOC值过低的换电电池处于过放的状态而导致电池的损耗，例如选择SOC值大于30％的换电电池进行放电。即在一个优选的实施例中，可以选择SOC值大于换电SOC标准，以及SOC值在30％至60％之间的换电电池进行放电。
请参考图3，其为本实施例中的换电站的第三结构示意图。具体的，在另一种可选的实施方式中，第一充电设备1包括选择模块12和单向充电模块13，选择模块12分别与换电电池5以及第二充电设备2电连接。
其中，当选择模块12处于第一状态时，电源系统3通过单向充电模块13对换电电池5进行充电；当选择模块12处于第二状态时，电源系统3通过单向充电模块13对第二充电设备2供电。具体地，对于现有充电设备只配置了单向充电模块13的换电站，可以增加配置选择模块12，选择模块12与单向充电模块13构成第一充电设备1，并与第二充电设备2电连接，使得选择模块12可以选择电源系统3向第一充电设备1提供电能还是向第二充电设备2提供电能。
在一种可选的实施方式中，单向充电模块13的数量为多个，每个单向充电模块13与一个换电电池5电连接；当第二充电设备2工作时，部分或全部的单向充电模块向第二充电设备2供电。
在一种可选的实施方式中，选择模块12包括母联接触器，母联接触器的输入端与电源系统连接，母联接触器的输出端分别与单向充电模块13以及第二充电设备2电连接。较佳地，选择模块12包括 若干母联接触器；预设数量的单向充电模块13通过母联接触器并联于第二充电设备2。具体地，母联接触器结构简单稳定，能够有效实现单向充电模块13输出的选择切换控制，母联接触器与单向充电模块13构成第一充电设备1，并与第二充电设备2电连接，母联接触器可以选择电源系统3向第一充电设备1提供电能还是向第二充电设备2提供电能。
在一种可选的实施方式中，第二充电设备2为充电桩，充电桩的功率大于200kW。具体地，功率大于200kW的充电桩为高功率充电桩，高功率充电桩极大地提升了用户的充电体验，但整个电池充电的过程中，通常只有电池SOC值较低的区段需要高功率充电，存在成本高、需求小的缺陷，通过将高功率充电桩与用于电池充电的第一充电设备一起配置于换电站，高功率充电桩可以复用换电站内的充电资源，从而在较低的成本下实现了直充车辆的高速充电，避免了充电资源的闲置和浪费，扩展了换电站的功能范围，提高了用户的使用体验。
在一种可选的实施方式中，第二充电设备为无线充电设备。具体地，第二充电设备可以被配置为无线充电设备，无线充电设备与电动汽车之间不通过导线进行电气连接，也不需要插拔充电接头，使用方便、安全，避免了火花及触电的危险，并且无积尘和接触损耗，无机械磨损不需要相应的维护，适应多种恶劣环境和天气。
在一种可选的实施方式中，换电站包括换电位，电动汽车在换电位上通过第二充电设备2电进行充电。具体的，换电站内的第二充电设备2可以设置在换电位附近，换电车辆与直充车辆共用位置，节约换电站内的空间。
在另一种可选的实施方式中，换电站包括充电位，电动汽车在充电位上通过第二充电设备2电进行充电，具体地，换电站内可以分别设置换电位和充电位，避免换电车辆与直充车辆相互影响，提高换电站的效率及安全性。
在一种可选的实施方式中，换电站包括多个换电位，多个换电位沿平行或垂直于行车方向阵列排布。请参考图4，其为本实施例中的换电站的第四结构示意图。如图4所示，本实施例提供了一种阵列式换电站，阵列式换电站包括若干个换电位100，每个换电位100分别配置有第二充电设备2，在垂直于行车方向上，换电位100、第二充电设备2依次设置；通过增加换电的工位，能够容纳更多的车辆同时进行换电。优选地，在垂直于行车方向上，第二充电设备2设置于换电位100的一侧。阵列式换电站包括由两个在垂直于行车方向上相对设置的第二充电设备2形成的第一阵列单元910，两个 载车平台100位于两个第二充电设备2之间；
优选地，在行车方向上，多个平行设置的第一阵列单元910形成阵列式换电站；第一阵列单元910沿行车方向平行设置，布局规整，车辆换电过程更为有序，并且提供了更多的换电工位，能够为更多的车辆提供换电服务。
优选地，沿垂直于行车方向上，两个相对设置的第二充电设备2的载车平台100之间设置有备用车道700；在本实施例中，通过设置备用车道700，可以为车辆通行提供充足的空间，有利于车辆的通行与等待，前方车辆的换电，不会影响后方车辆的通行，提高了用户体验感。
请参考图5，其为本实施例中的换电站的第五结构示意图。如图5所示，本实施例提供了一种阵列式换电站，通过错位设置，可以极大的节约空间，布局紧凑，在有限的空间里可以设置更多的换电工位，并且，沿行车方向上前后设置的载车平台上停的车辆之间通行不互不干扰，车辆通行顺畅。
在一种可选的实施方式中，至少一个换电位上的电动汽车可以通过对应的第二充电设备2电进行充电。在包括多个换电位的换电站内，将其中一个或多个换电位复用为充电位，无需额外设置充电位，即提高了换电站的空间利用率，换电车辆与直充车辆的工位也可以灵活选择，避免相互影响。
本实施例的换电站，通过在换电站内设置第一充电设备和第二充电设备，第一充电设备用于对换电站内的换电电池充电，第二充电设备用于对电动汽车充电，对于换电车辆的换电和直充车辆的充电均可以在换电站完成，换电站的充电资源在第一充电设备和第二充电设备之间分配，缓解了充电资源出现浪费或紧张的情况。同时车主不管驾驶哪种车辆均可以在换电站进行电能补充，提高了车主的使用体验。
实施例2
请参考图6，其为本实施例中的充电控制方法的第一流程图。具体的，所述充电控制方法应用于实施例1的换电站，所述充电控制方法包括：
S101、获取第二充电设备的输出需求；
S102、根据输出需求配置第一充电设备和/或电源系统，以使第二充电设备满足输出需求。
请参考图7，其为本实施例中的充电控制方法的第二流程图。具体的，优选地，输出需求包括预计输出功率。
在一种可选的实施方式中，第二充电设备为充电桩，所述充电桩的功率大于200kW。
在一种可选的实施方式中，电源系统包括换电电池和/或储能电池，步骤S102包括：
控制换电电池和/或储能电池向第二充电设备供电。
具体地，为第二充电设备供电的可以是换电站内用于给换电车辆进行换电的换电电池，或用于电力调节的储能电池，从而保证第二充电设备的电力供应。
在一种可选的实施方式中，电源系统包括变压器，第一充电设备包括双向充电模块；步骤S102包括：
S1021、判断第一充电设备与第二充电设备的预计输出功率之和是否超过变压器的额定功率；
S1022、当第一充电设备与第二充电设备的预计输出功率之和超过变压器的额定功率时，控制部分或全部双向充电模块对应的换电电池向电源系统放电。具体地，用户的用电需求不是恒定的，而是不断变化的，充电需求通常较平稳但会在某些时段出现需求高峰，增大变压器的额定功率虽然会提高用电峰值时的充电效率，但会导致较高的建设、维护成本，并且处于用电高峰的时段所占比例并不大，进而大部分时段会导致充电资源的闲置和浪费。因此，在实际应用中，变压器的额定功率不需要大于等于第一充电设备与第二充电设备的最大输出功率之和，降低了对变压器规格的要求。当判断第一充电设备与第二充电设备的预计输出功率之和超过变压器的额定功率时，控制部分或全部双向充电模块对应的换电电池向电源系统放电，既提高了电源系统的输出功率，又减小了换电电池的充电需求，以满足第二充电设备的正常工作。
在一种可选的实施方式中，步骤S1022包括：
S10221、根据预设SOC范围从换电电池中筛选出向电源系统放电的目标电池。具体地，可以通过换电电池的SOC值筛选出切换为放电状态的换电电池，例如，选择SOC值大于75％的换电电池切换为放电状态，可以防止SOC值过低的换电电池处于过放的状态而导致电池的损耗。
在一种可选的实施方式中，步骤S1022包括：
S10222、获取预计输出功率之和与变压器的额定功率的功率差值；
S10223、根据功率差值确定向电源系统放电的换电电池数量及放电功率。具体地，根据预计输出功率之和与变压器的额定功率的功率差值，精准地确定向电源系统放电的换电电池数量及放电功率，从而合理配置进行放电的换电电池，避免了充电资源的浪费。
在一种可选的实施方式中，第一充电设备包括单向充电模块和双向充电模块，电源系统通过双向 充电模块对换电电池进行充电；和/或，换电电池通过双向充电模块向电源系统放电；与双向充电模块电连接的换电电池为第一换电电池，与单向充电模块电连接的换电电池为第二换电电池；
方法还包括：
控制第一换电电池的SOC值高于第二换电电池的SOC值。具体地，第一换电电池可以通过双向充电模块放电，第二换电电池无法通过单向充电模块放电，因此，控制第一换电电池的SOC值高于第二换电电池的SOC值，从而保障足够的放电能力供应第二充电设备，还可以防止SOC值过低的换电电池处于过放的状态而导致电池的损耗。
在一种可选的实施方式中，步骤S102还包括：
S1023、减小第二换电电池的充电功率或停止对第二换电电池充电。
具体地，对于不能进行放电的第二换电电池，还可以通过减小充电功率或停止充电来降低换电站的输出功率，以保障第二充电设备的正常工作。
请参考图8，其为本实施例中的充电控制方法的第三流程图。具体的，在一种可选的实施方式中，电源系统包括变压器，第一充电设备包括选择模块与和单向充电模块，当选择模块处于第一状态时，电源系统通过单向充电模块对换电电池进行充电；当选择模块处于第二状态时，电源系统通过单向充电模块对第二充电设备供电；步骤S102包括：
S1024、当第二充电设备工作时，控制选择模块切换为第二状态。具体地，对于现有充电设备只配置了单向充电模块的换电站，可以增加配置选择模块，选择模块与单向充电模块构成第一充电设备，并与第二充电设备电连接，使得选择模块可以选择电源系统向第一充电设备提供电能还是向第二充电设备提供电能，当第二充电设备工作时，控制选择模块切换为第二状态。
本实施例的充电控制方法，通过在上述换电站内，对换电站的充电资源在第一充电设备和第二充电设备之间分配，缓解了充电资源出现浪费或紧张的情况，并且保证了第二充电设备能够达到预计输出功率，进而保证了直充车辆的充电时间，提高了直充车车主的充电体验。同时对于换电车辆的换电和直充车辆的充电均可以在换电站完成，车主不管驾驶哪种车辆均可以在换电站进行电能补充，提高了车主的使用体验。
实施例3
图9为本发明实施例3提供的一种电子设备的结构示意图。所述电子设备包括存储器、处理器及 存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述程序时实现实施例2的充电控制方法。图9显示的电子设备30仅仅是一个示例，不应对本发明实施例的功能和使用范围带来任何限制。
如图9所示，电子设备30可以以通用计算设备的形式表现，例如其可以为服务器设备。电子设备30的组件可以包括但不限于：上述至少一个处理器31、上述至少一个存储器32、连接不同系统组件(包括存储器32和处理器31)的总线33。
总线33包括数据总线、地址总线和控制总线。
存储器32可以包括易失性存储器，例如随机存取存储器(RAM)321和/或高速缓存存储器322，还可以进一步包括只读存储器(ROM)323。
存储器32还可以包括具有一组(至少一个)程序模块324的程序/实用工具325，这样的程序模块324包括但不限于：操作系统、一个或者多个应用程序、其它程序模块以及程序数据，这些示例中的每一个或某种组合中可能包括网络环境的实现。
处理器31通过运行存储在存储器32中的计算机程序，从而执行各种功能应用以及数据处理，例如本发明实现实施例2的充电控制方法。
电子设备30也可以与一个或多个外部设备34(例如键盘、指向设备等)通信。这种通信可以通过输入/输出(I/O)接口35进行。并且，模型生成的设备30还可以通过网络适配器36与一个或者多个网络(例如局域网(LAN)，广域网(WAN)和/或公共网络，例如因特网)通信。如图所示，网络适配器36通过总线33与模型生成的设备30的其它模块通信。应当明白，尽管图中未示出，可以结合模型生成的设备30使用其它硬件和/或软件模块，包括但不限于：微代码、设备驱动器、冗余处理器、外部磁盘驱动阵列、RAID(磁盘阵列)系统、磁带驱动器以及数据备份存储系统等。
应当注意，尽管在上文详细描述中提及了电子设备的若干单元/模块或子单元/模块，但是这种划分仅仅是示例性的并非强制性的。实际上，根据本发明的实施方式，上文描述的两个或更多单元/模块的特征和功能可以在一个单元/模块中具体化。反之，上文描述的一个单元/模块的特征和功能可以进一步划分为由多个单元/模块来具体化。
实施例4
本实施例提供了一种计算机可读存储介质，其上存储有计算机程序，所述程序被处理器执行时实 现实施例2的充电控制方法。
其中，可读存储介质可以采用的更具体可以包括但不限于：便携式盘、硬盘、随机存取存储器、只读存储器、可擦拭可编程只读存储器、光存储器件、磁存储器件或上述的任意合适的组合。
在可能的实施方式中，本发明还可以实现为一种程序产品的形式，其包括程序代码，当所述程序产品在终端设备上运行时，所述程序代码用于使所述终端设备执行实现实施例2的充电控制方法。
其中，可以以一种或多种程序设计语言的任意组合来编写用于执行本发明的程序代码，所述程序代码可以完全地在用户设备上执行、部分地在用户设备上执行、作为一个独立的软件包执行、部分在用户设备上部分在远程设备上执行或完全在远程设备上执行。
虽然以上描述了本发明的具体实施方式，但是本领域的技术人员应当理解，这仅是举例说明，本发明的保护范围是由所附权利要求书限定的。本领域的技术人员在不背离本发明的原理和实质的前提下，可以对这些实施方式做出多种变更或修改，但这些变更和修改均落入本发明的保护范围。

Claims (13)

  1. 一种换电站，其特征在于，所述换电站包括电源系统、第一充电设备以及第二充电设备，所述第一充电设备与所述第二充电设备分别与所述电源系统电连接，所述第一充电设备用于对所述换电站内的换电电池充电，所述第二充电设备用于对电动汽车充电；
    所述第一充电设备包括选择模块和单向充电模块，所述选择模块分别与所述换电电池以及所述第二充电设备电连接；
    其中，当所述选择模块处于第一状态时，所述电源系统通过所述单向充电模块对所述换电电池进行充电；当所述选择模块处于第二状态时，所述电源系统通过所述单向充电模块对所述第二充电设备供电。
  2. 如权利要求1所述的换电站，其特征在于，所述电源系统包括变压器，所述变压器的额定功率小于所述第一充电设备与所述第二充电设备的最大输出功率之和。
  3. 如权利要求2所述的换电站，其特征在于，所述单向充电模块的数量为多个，每个所述单向充电模块与一个所述换电电池电连接；
    当所述第二充电设备工作时，部分或全部的所述单向充电模块向所述第二充电设备供电。
  4. 如权利要求1所述的换电站，其特征在于，所述选择模块包括母联接触器，所述母联接触器的输入端与所述电源系统连接，所述母联接触器的输出端分别与所述单向充电模块以及所述第二充电设备电连接。
  5. 如权利要求3所述的换电站，其特征在于，所述选择模块包括若干母联接触器；预设数量的所述单向充电模块通过所述母联接触器并联于所述第二充电设备。
  6. 如权利要求1所述的换电站，其特征在于，所述第二充电设备为无线充电设备。
  7. 如权利要求1所述的换电站，其特征在于，所述第二充电设备为充电桩，所述充电桩的功率大于200kW。
  8. 一种充电控制方法，所述充电控制方法应用于权利要求1至7中任一项所述的换电站，其特征在于，所述充电控制方法包括：
    获取所述第二充电设备的输出需求；
    根据所述输出需求配置所述第一充电设备和/或所述电源系统，以使所述第二充电设备满足所述输出需求；
    较佳地，所述输出需求包括预计输出功率；
    所述电源系统包括变压器，所述第一充电设备包括选择模块与和单向充电模块，当所述选择模块处于第一状态时，所述电源系统通过所述单向充电模块对所述换电电池进行充电；当所述选择模块处于第二状态时，所述电源系统通过所述单向充电模块对所述第二充电设备供电；
    根据所述输出需求配置所述第一充电设备和/或所述电源系统的步骤包括：
    当所述第二充电设备工作时，控制所述选择模块切换为第二状态。
  9. 如权利要求8所述的充电控制方法，其特征在于，所述电源系统包括换电电池和/或储能电池，根据所述输出需求配置所述第一充电设备和/或所述电源系统的步骤包括：
    控制所述换电电池和/或所述储能电池向所述第二充电设备供电。
  10. 如权利要求9所述的充电控制方法，其特征在于，所述第一充电设备还包括双向充电模块，所述电源系统通过所述双向充电模块对所述换电电池进行充电；和/或，所述换电电池通过所述双向充电模块向所述电源系统放电；与所述双向充电模块电连接的换电电池为第一换电电池，与所述单向充电模块电连接的换电电池为第二换电电池；
    所述方法还包括：
    控制所述第一换电电池的SOC值高于所述第二换电电池的SOC值。
  11. 如权利要求10所述的充电控制方法，其特征在于，所述根据所述输出需求配置所述第一充电设备和/或所述电源系统的步骤还包括：
    减小所述第二换电电池的充电功率或停止对所述第二换电电池充电。
  12. 一种电子设备，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，其特征在于，所述处理器执行所述计算机程序时实现如权利要求8-11中任一项所述的充电控制方法。
  13. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现如权利要求8-11中任一项所述的充电控制方法。
PCT/CN2023/122910 2022-09-30 2023-09-28 换电站、充电控制方法、电子设备及计算机存储介质 WO2024067865A1 (zh)

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