TW202511106A - Electric vehicle charging service management method and management system used for mechanical parking lot - Google Patents

Abstract

An eV charging service management method and a management system used for a mechanical parking lot are provided. In the method, a transfer instruction is generated, where the transfer instruction is used to control the operation of the vehicle transfer mechanism, and the vehicle transfer mechanism is used to carry the electric vehicle; in response to the transfer instruction being generated, the power supply equipment associated with the vehicle transfer mechanism is stopped from charging the powered equipment charging operation, in which the power receiving equipment is loaded on the vehicle transfer mechanism then connecting to the electric vehicle; disengaging the electric power coupling mechanism corresponding to the power supply equipment that stops the charging operation; and responding to the disengagement of the electric coupling mechanism, controlling the vehicle transfer mechanism to move the electric vehicle according to the transfer instruction. Therefore, the convenient charging service, as well as, the safety of the field is ensured.

Description

Electric vehicle charging control program management method and management system for mechanical parking lot

The present invention relates to a management technology for a parking lot, and in particular to a management method and a management system for a mechanical parking lot.

The vehicle transfer mechanism of existing mechanical parking facilities (e.g., simple two-stage/three-stage, warehouse, tower, box, or chessboard) does not have a mechanism for power connection and therefore cannot supply power to charge electric vehicles. The existing system control program cannot effectively manage the program between the transfer mechanism and the charging mechanism. In order to provide rechargeable new energy vehicles (e.g., electric vehicles (EV)) to enter mechanical parking facilities for charging, the present invention is aimed at the needs of charging function control program, customer user interface, safe operation and systematic service management.

For example, based on the structure and operation characteristics of the mechanical parking lot, the position of the vehicle may move as the equipment operates during the process of vehicle entry, parking, and vehicle exit. Regardless of whether the parking lot equipment structure has a vehicle-mounted board, for power safety, the transfer mechanism cannot carry power. Therefore, it is necessary to cut off the power and ensure that the power supply/receiving equipment is disconnected.

However, as the device moves, the power connection, charging module/system, charging gun and vehicle-side connection inevitably need to be repeatedly disconnected, connected and powered. If the charging gun is not properly plugged into the vehicle charging socket during the power supply process, it will not be able to charge, and there is a risk that the charging gun will fall off and affect the operation of the device. The excess length of the charging cable has the risk of overflowing the vehicle board and affecting the transfer. When the equipment is moved, the power supply needs to be stopped. When moving the vehicle, it is necessary to avoid pulling the wires or contact points to cause instantaneous arcing (for example, ignition by oil pollution or other flammable materials). The intermittent on and off of the power switch may also cause electrical shocks and damage to the equipment (for example, instantaneous surge current or voltage). In addition, the parking lot equipment control and charging management system needs to establish a matching communication protocol.

The present invention provides a management method and a management system for mechanical parking lots, which can solve the appeal problem and allow the electric vehicle charging service to be seamlessly integrated into the mechanical parking lot. Users can park and charge at any time, reducing the mileage anxiety of electric vehicle users and the psychological barriers of rushing to find charging stations.

The electric vehicle charging control program management method for a mechanical parking lot of the embodiment of the present invention includes (but is not limited to the following steps): generating a transfer instruction, wherein the transfer instruction is used to control the operation of a transfer mechanism, and the transfer mechanism is used to carry an electric vehicle; in response to the generation of the transfer instruction, stopping the charging operation of the charging device/module associated with the transfer mechanism on the power receiving device, wherein the power receiving device is integrated into the transfer mechanism; disengaging the power coupling mechanism corresponding to the charging device/module that stops the charging operation; and in response to the disengagement of the power coupling mechanism, controlling the transfer mechanism to move the electric vehicle according to the transfer instruction.

The electric vehicle charging control program management system for a mechanical parking lot of an embodiment of the present invention includes a transfer mechanism, an electric power coupling mechanism, a charging device/module and a controller. The transfer mechanism is used to carry an electric vehicle. The controller couples the transfer mechanism, the electric power coupling mechanism and the charging device/module. The controller is configured to: generate a transfer instruction, wherein the transfer instruction is used to control the operation of the transfer mechanism, and the transfer mechanism is used to carry an electric vehicle; in response to the generation of the transfer instruction, stop the charging operation of the charging device/module associated with the transfer mechanism on the power receiving device, wherein the power receiving device is integrated in the transfer mechanism; disengage the electric power coupling mechanism corresponding to the charging device/module that stops the charging operation; and in response to the disengagement of the electric power coupling mechanism, control the transfer mechanism to move the electric vehicle according to the transfer instruction.

Based on the above, the electric vehicle charging control program management method and management system for mechanical parking lots of the present invention can stop charging and disconnect the charging device/module and the power receiving equipment before moving the electric vehicle. In this way, the risk of failure and disaster when moving the electric vehicle can be avoided.

In order to make the above features and advantages of the present invention more clearly understood, embodiments are specifically cited below and described in detail with reference to the accompanying drawings.

FIG. 1 is a block diagram of components of a management system 1 for a mechanical parking lot according to an embodiment of the present invention. Referring to FIG. 1 , the management system 1 includes (but is not limited to) a sensor 10, a transfer mechanism 20, a charging device/module 30, a power connection mechanism 40, and a controller 50. It should be noted that FIG. 1 does not show the number of each component, and this number can be changed according to actual needs, and the embodiment of the present invention is not limited thereto.

The sensor 10 is used to sense vision (e.g., image, infrared sensing, etc.), sound, vibration (may be in spectrum or other forms of expression), electrical characteristics (e.g., current or voltage, etc.), position, contact, humidity, smoke, chemical gas and/or temperature, but is not limited thereto. For example, an image sensor, a humidity sensor, a smoke sensor, a distance sensor, a contact or non-contact position sensor, or a temperature sensor. In one embodiment, the sensor 10 is used to detect people, things and/or objects in a mechanical parking lot and generate sensing data accordingly. That is, the sensing data is generated by detecting the mechanical parking lot. The sensing data can be raw data recording sensing intensity (e.g., temperature, humidity, or smoke concentration), or it can be converted feature data (e.g., image features, spectral features, or power).

The transfer mechanism 20 may be a simple two-stage/three-stage, storage, tower, box, or chessboard transfer form. The transfer mechanism 20 may include a vehicle-mounted transfer plate, a rotating plate, an elevator, a simple two-stage/three-stage lifting and translation device, or other mechanisms for moving vehicles and/or for carrying the vehicle plate 21 of an electric vehicle C (e.g., a battery electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV)) or other vehicles, or a movable, programmable, self-propelled module. The components of the transfer mechanism 20 may include power components such as motors, transmission chains, tracks, rollers, steel cables, telescopic push-pull mechanisms, battery power supply modules, programmable logic controllers (PLCs), and single-chip controllers. Alternatively, the components of the transfer mechanism 20 may also be various types of mechanical components such as slide rails, turntables, screws, cylinders, power supplies, positioners, carriers, etc., but are not limited to these.

The charging device/module 30 may be a device for charging (i.e., providing power) the power receiving device 15 loaded or integrated by the transfer mechanism 20 or the power receiving device 15 loaded by the electric vehicle C (which can be used to provide power to the electric vehicle C). The power receiving device 15 includes a battery, a power converter, and a power management circuit. Depending on the different types of electric vehicles, the charging device/module 30 may be divided into an AC charging pile and a DC charging pile. The charging device/module 30 may include a main body, an electrical module, a metering module, a communication module, and other parts. The main body includes an outer shell and a human-machine interaction interface. The electrical module includes a charging socket, a cable adapter bus, a safety protection device, and the like. The communication module can transmit information such as charging amount, charging time, battery power, power characteristics, temperature, etc. to an external device (eg, controller 50).

In one embodiment, a public meter can be provided, which is dedicated to parking lot equipment (e.g., sensor 10, transfer mechanism 20, charging device/module 30, power connection mechanism 40 or controller 50) and/or can provide charging power to provide dynamic scheduling and improve operation efficiency. In some application scenarios, if community users use private meters, parking lot equipment should be adjusted to designated parking spaces. In addition, if this meter is shared with household electricity, the charging device/module 30 can report whether the total power consumption of home and vehicle charging exceeds the limit to reduce the risk of power outage and household electricity safety.

In one embodiment, the communication protocol supported by the charging interface of the charging device/module 30 and the vehicle end (e.g., the power receiving device 15 of the electric vehicle C) may comply with international standards, national standards, and/or industry standards, and read necessary/important/auxiliary charging data according to each standard protocol: - Power supply end: output current, output wattage, and/or cumulative output watt-hours; - Charging pile: output charging current, charging wattage, cumulative charging watt-hours, and/or device temperature; - Vehicle end: input charging current, charging wattage, cumulative charging watt-hours, and/or battery pack temperature.

When the charging device/module 30 is used for metering and/or pricing, in order to reduce or avoid errors in energy transmission and measurement conversion, standard data for metering and/or pricing can be recorded according to the management unit specifications. The charging device/module 30 can only display the charging dynamic data used on the user interface. The charging device/module 30 can monitor and record the ambient temperature, equipment temperature, charging pile device temperature, and/or vehicle-side battery pack temperature respectively. The recorded data can also be used as one of the judgment data for disaster prevention (for example, high temperature, fire, flooding, thick smoke, power outage, or power outage). In addition, considering data conversion efficiency and measurement errors, the electricity data involved in metering and/or billing uses the meter or measuring device close to the power input end as the reference standard for metering/billing.

In one embodiment, a specific communication protocol can be opened for a third party to interface with the vehicle side (e.g., the power receiving device 15), the charging station side (e.g., the charging device/module 30) and an industry standard transmission interface, and data information such as the vehicle entry and exit date/time, the vehicle-mounted board 21 assigned by the system, the parking space location number and the number of the charging device/module 30, the time to start charging after arriving at the parking space, the time when the user stops charging when picking up the vehicle/the time when the vehicle stops charging when it is fully charged/other power abnormality interruption occurrence times can be obtained. In addition, for third-party communication protocols, user accounts and special charging interfaces can be further noted, and a separate data area can be opened to record this type of data to prevent data format differences from affecting other data-related processing procedures.

In some application scenarios, if there are problems with the communication interface/communication protocol or data integration, the power source (for example, a digital meter for mains electricity) is used as the basic metering/pricing data.

There are many ways to set the charging device/module 30 on the vehicle-mounted board 21. In one embodiment, the vehicle-mounted board 21 can provide an AC power socket (for example, 110V/220V/380V). The charging device/module 30 includes a charging pile, a charging cable, and a charging gun; after the user inserts the charging gun into the power socket of the power receiving device 15, the socket can detect the insertion of the plug and confirm that the load current provided by the charging device/module 30 is normal. The charging device/module 30 can instruct the user to insert the charging gun into the vehicle-end charging port and confirm whether the charging operation is normal by detecting the charging current. In some application scenarios, the power distribution of the charging device/module 30 can comply with the power distribution management regulations of various voltage levels (110/220/380V) to ensure safe use, and should have a circuit breaker protection mechanism for leakage detection/overcurrent detection to prevent abnormal situations from affecting other electrical equipment. The charging device/module 30 can ensure that the plug and the charging gun are properly fixed to the vehicle-mounted board socket and the vehicle-end charging socket. In some application scenarios, when the user picks up the car and leaves, 1) the charging gun should be removed from the vehicle end first, 2) the power connection cable on the socket should be unplugged, and 3) the power connection cable should be stored in the vehicle; no objects should be left on the vehicle-mounted board 21. The charging device/module 30 can provide guidance instructions for the above process.

In one embodiment, the vehicle-mounted board 21 provides a charging cable socket. For example, the charging device/module 30 is directly built on the vehicle-mounted board 21 and provides an industry-standard plug. The charging device/module 30 may have a locking mechanism to avoid the risk of falling off, and is equipped with a charging gun cable connector insertion detection switch to confirm whether the charging gun is inserted. The charging device/module 30 can instruct the user to insert the device charging gun into the vehicle-end charging port, and confirm whether the charging is normal by detecting the charging current. In some application scenarios, the charging device/module 30 should have a circuit breaker protection mechanism for leakage detection/overcurrent detection to prevent abnormal situations from affecting other electrical equipment. The charging device/module 30 ensures that the charging gun is properly fixed to the vehicle board 21 and the vehicle end socket, and ensures that the cable is properly stored within the vehicle board. In some application scenarios, when the user picks up the car and leaves, 1) the charging gun should be removed from the vehicle end first, 2) the charging gun cable should be unplugged from the charging cable socket, and 3) the charging gun cable should be stored in the vehicle; no objects should be left on the vehicle board. The charging device/module 30 can provide guidance instructions for the above process.

In one embodiment, the vehicle-mounted board 21 provides a charging gun/cable. For example, a charging post is directly built on the vehicle-mounted board 21 and a charging gun cable set is provided. The charging gun has different standard connectors, and the following options are available: 1. The system provides a single standard connector (TCP/CCS1/CCS2) and provides an adapter suitable for the model of electric vehicle C; 2. The system can provide an equivalent number of standard connector types based on the model of the vehicle logged in by the user. For example, when the user logs in to the account, the system records the vehicle model, charging gun head style, vehicle charging port location and other information; when the user enters, the system provides a suitable vehicle-mounted board 21 after verifying the user's identity.

In some application scenarios, the charging gun cable configured on the vehicle board 21 can use a combination of photoelectric/proximity/micro switch and other methods to determine the position of a) the fixed socket on the vehicle board 21 and b) the vehicle-side charging socket to confirm that the charging gun has been connected to the fixed position. If the charging gun cable is not in the above two confirmation positions, unless other positions are set, it means that the charging gun cable is not properly fixed or stored.

In some application scenarios, after the user parks the electric vehicle C, the charging device/module 30 may provide instructions to guide the user to 1) remove or stretch the charging cable and charging gun and securely insert them into the vehicle-end charging port; 2) properly store the cable within the vehicle-mounted panel.

In some application scenarios, when the user picks up the car and leaves, 1) the charging gun should be removed from the vehicle first, 2) the charging cable and the charging gun should be properly stored/restored/retracted, and 3) the configured charging gun cable should be plugged into a fixed socket. The charging device/module 30 can provide guidance instructions for the above process.

The power connection mechanism 40 may be disposed on the vehicle-mounted plate 21 and/or the parking space. The power connection mechanism 40 includes (but is not limited to) a support member (e.g., a lever, a jack, a connecting rod, a rail or a platform), a power source (e.g., a motor, a pneumatic cylinder or a hydraulic cylinder) and a connector (e.g., a cable, a transmission interface, and is used to connect the charging device/module 30 and/or the power receiving device 15, and can transmit power or digital data), but is not limited thereto.

In one embodiment, the power source of the electric connection mechanism 40 can drive the support member to move (e.g., reciprocate) the connector disposed on the vehicle-mounted plate 21 and/or disposed in the parking space.

For example, Figure 2A is a schematic diagram illustrating the operation-separation scenario of the power connection mechanism 40 according to an embodiment of the present invention. Referring to Figure 2A, the power connection mechanism 40 includes a connector 41, a drive mechanism 42 and a connector 43. The connector 41 is disposed on the vehicle-mounted board 21 and is electrically connected to the charging device/module 30. As shown in the figure, the charging plug of the charging device/module 30 can be connected to the charging interface of the electric vehicle C for charging operations. For example, power is provided to the power receiving device 15 of the electric vehicle C. The connector 43 is electrically connected to the AC power or power supply. The drive mechanism 42 includes a lever and a motor, and couples the connectors 41 and 43. The drive mechanism 42 can drive the vehicle-mounted board 21 to move laterally. For example, the connector 41 shown in FIG. 2A is not yet connected to the connector 43. Next, please refer to FIG. 2B which is a schematic diagram illustrating the operation of the power connection mechanism-connection scenario according to an embodiment of the present invention. The driving mechanism 42 controls the vehicle-mounted board 21 to move in the direction D so that the connector 41 connects to the connector 43. The connector 41 and/or the connector 43 include an electrode connection plate, a terminal, a socket or an open pin for connecting the two to each other. When the connectors 41 and 43 are connected, the AC power or the power supply can provide power to the charging device/module 30 via the connectors 41 and 43, and charge the electric vehicle C accordingly. Similarly, if the vehicle-mounted board 21 is moved in the opposite direction of direction D in FIG. 2B , the connector 41 can be finally disconnected from the connector 43 as shown in FIG. 2A . At this time, the mains or power supply will not be able to provide power to the charging device/module 30 or the electric vehicle C.

However, the components and movement of the power connection mechanism 40 can still be adjusted according to actual needs, and the present invention is not limited thereto. For example, the power connection mechanism 40 is provided at the connection interface between the charging device/module 30 and the power receiving device 15, and can disconnect or connect the charging device/module 30 to the power receiving device 15.

In one embodiment, for a simple single-grid vertical/horizontally displaced two-stage/three-stage mechanical parking space, the charging power supply line is fixedly connected (not in a jointed manner), and the system power usage scenario is balanced by issuing a "pause/stop charging" command.

The controller 50 is coupled to the sensor 10, the transfer mechanism 20, the charging device/module 30 and the power connection mechanism 40. The controller 50 can be a central processing unit (CPU), a graphic processing unit (GPU), or other programmable general-purpose or special-purpose microprocessor, digital signal processor (DSP), programmable controller, field programmable gate array (FPGA), application-specific integrated circuit (ASIC), neural network accelerator or other similar components or combinations of the above components. In one embodiment, the controller 50 is used to execute all or part of the operations of the management system 1. For example, the controller 50 can monitor the equipment and environment through the sensor 10, control the lifting/translation of the transfer mechanism 20, or control the transfer mechanism 20 to tow the vehicle-mounted plate 21, record the charging trip data CT, start, stop or change the charging operation of the charging device/module 30, and/or control the power connection mechanism 40 to disconnect or connect the connector, the power receiving device 15 or the charging device/module 30 to another component.

Hereinafter, the method described in the embodiment of the present invention will be described with reference to various components, modules and devices in the management system 1. The various processes of the method can be adjusted according to the implementation situation, but are not limited thereto.

FIG3 is a flow chart of an electric vehicle charging control program management method for a mechanical parking lot according to an embodiment of the present invention. Referring to FIG3 , the controller 50 generates a transfer instruction (step S310). Specifically, the transfer instruction is used to control the operation of the transfer mechanism 20. The transfer mechanism 20 can move the vehicle-mounted plate 21, and the vehicle-mounted plate 21 carries the electric vehicle C. That is, the transfer instruction can drive the transfer mechanism 20 to move the vehicle-mounted plate 21, and thereby drive the electric vehicle C on the vehicle-mounted plate 21 to move.

In one embodiment, the transfer instruction is used to move the electric vehicle C to the vehicle pickup location. For example, an external mobile device (e.g., a mobile phone, a tablet computer, or a wearable device) can be loaded with an application, and this application can remotely call for vehicle pickup. When the controller 50 obtains the vehicle pickup request issued by the application via the network, the controller 50 can generate a transfer instruction for the user to transfer his electric vehicle C. For another example, the charging equipment of the parking lot completes the payment operation of a certain user, and the controller 50 can obtain the payment completion notification via the network and generate a transfer instruction accordingly. For another example, the transfer mechanism 20 provides an operating interface (e.g., a physical button, switch, or touch screen), and the operating interface receives a selection operation of a designated electric vehicle C, a designated parking space, or a designated vehicle-mounted board 21, so that the controller 50 generates a transfer instruction. For example, the controller 50 may generate a transfer instruction based on the completion of a charging operation, a user's pick-up schedule, or other schedules based on congestion or peak hours.

It should be noted that the controller 50 or the transfer mechanism 20 can define a suitable location in the parking lot as the vehicle pickup location, and the embodiment of the present invention does not limit how to determine the location.

In response to the generation of the transfer command, the controller 50 can stop the charging operation of the charging device/module 30 associated with the transfer mechanism 20 on the power receiving device 15 (step S320). Specifically, the above introduction to the charging device/module 30 and the power connection mechanism 40 has explained a variety of ways to set up the charging device/module 30. For example, the charging pile is directly built on the vehicle-mounted board 21, a socket is provided on the vehicle-mounted board 21, or a power connector of the power connection mechanism 40 is provided to connect to the mains or power supply. During the charging operation, the vehicle-mounted board 21 will not be allowed to move. If the vehicle-mounted board 21 needs to be moved, the controller 50 can control the charging device/module 30 to suspend charging and/or interrupt the power supply. For example, the charging device/module 30 has a communication protocol function that can control "pause charging or sleep", and can receive a pause charging or sleep instruction from the controller 50, and stop the charging operation accordingly. For another example, the controller 50 can control the power switch of the mains or power supply connected to the charging device/module 30. For another example, the controller 50 can push a message to the user's mobile device via the network and request the application to remotely stop the charging operation of the power receiving device 15.

In one embodiment, the charging power control can be integrated into the interface of the controller 50 (e.g., PLC) and provide control of the charging device/module 30 and the power switch operation program. The charging power control can configure the start and stop program of the charging operation to specify the generation of the transfer instruction or suspend charging during the stop period of the charging operation.

In one embodiment, the controller 50 can determine whether the current time is a stop period for the charging operation. If the charging operation is not a stop period and a transfer instruction is generated, the controller 50 can stop the charging operation. On the other hand, if the charging operation is a stop period, the controller 50 prohibits/does not request to stop the charging operation again. It should be noted that the stop period of the charging operation of different charging devices/modules 30 may be different, and customization or intelligent adjustment can be provided according to user characteristics, which will be further explained below.

In some application scenarios, the number of charging starts and stops driven by the operation scheduling transfer may be large, so the charging power control is required to properly manage the start and stop procedures. For example, the stop period of the charging operation is defined according to the parking lot type. Different control methods are required for different equipment structures and operation modes to avoid excessive and intermittent start and stop of the parking equipment, charging device/module 30 and power system, which affects their electrical properties and operation functions.

FIG4 is a flow chart of charging trip recording according to an embodiment of the present invention. Referring to FIG4, in one embodiment, the controller 50 can count the charging trip data CT of the charging device/module 30 for the power receiving device 15 during the charging operation (step S410). The charging trip data CT includes the entry time of the electric vehicle C, the starting charging time, and one or more interrupted charging times. A certain application scenario is a parking lot with fixed bays that are not randomly moved. For example, tower-type and storage-type equipment structures: after the vehicle arrives at the bay and is positioned, it is no longer randomly moved. It means that the positions of the charging bay where the vehicle is located and the power supply device 30 are both fixed. The controller 50 can record the date/time when the user's vehicle enters the parking lot, the vehicle-mounted board 21 assigned by the management system 1, the parking space location number and the charging pile device number, the time to start charging after arriving at the parking space, the time when the user stops charging when picking up the vehicle/the time when charging stops when the vehicle is fully charged/the time when other power abnormalities occur. The cycle formed by the above multiple situations (for example, entering and exiting the parking lot, arriving at the parking space, charging or stopping charging) is called a "charging trip." The controller 50 can also record the time to recharge after interrupting charging, and then restart another round of charging trip records. Each round of charging trip calculates the charging amount once, and the accumulated value of the charging device/module 30 and the watt-hour meter in this time period is used as the charging metering record, but it is not limited to this.

In one embodiment, the controller 50 can identify the user of the electric vehicle C based on the sensing data (e.g., image) of the sensor 10 or the login data of the application. For example, the license plate is identified or the login identity is verified. The controller 50 can integrate the identified user with the charging journey data CT. For example, the charging journey data CT is associated with the user's identity data. Charging device/module

One application scenario is a parking lot for random dispatching and transfer of parking spaces. For example, parallel tower and heavy storage equipment structures: Based on the characteristics of parallel parking spaces, when there is a need to transfer to a remote parking space, it is necessary to use the replacement parking space for dispatching, so there will be random dispatching and transfer. The controller 50 can record the user's vehicle entry date/time, the vehicle-mounted board assigned by the system, the parking space location number and the charging pile device number, the charging start time after arriving at the parking space, the system dispatching the transfer of the parking space to interrupt charging time/user picking up the vehicle to interrupt charging time/vehicle charging stop time/other power abnormality interruption time. The above multiple situations (e.g., entering and exiting the parking lot, reaching the parking space, charging or stopping charging) form a cycle called a "charging trip". Compared with the previous embodiment, after charging is interrupted and then recharged, the controller 50 can also use the sensor 10 to check whether the vehicle's parking space position and the charging pile device number have changed; then, restart the recording of another charging trip. Each round of charging trip calculates the charging amount once, and the accumulated value of the charging device/module 30 and the watt-hour meter in this time period is used as the charging metering record, but it is not limited to this.

In one embodiment, a certain application scenario of the charging device/module is for a parking lot where equipment is linked and moved simultaneously. For example, a box-type circulation or chessboard-type equipment structure: due to the linkage of equipment, the moving of the compartment will cause all or part of the compartments to move simultaneously; especially when the vehicle is leaving, the moving distance of the compartment is relatively long; therefore, during the peak time of vehicle entry and exit, too frequent start and stop should be avoided.

The controller 50 can define a low-usage time period for the charging device/module 30. The number of charging operations in this low-usage time period is lower than the number of charging operations in other time periods. For example, at night or at noon until the end of class/shift, there are usually fewer users picking up their vehicles. The controller 50 can count the number of charging operations in each time period based on the charging journey data CT of multiple electric vehicles C, and define the time period with the lowest number or the second lowest number of charging operations as a low-usage time period. Then, the controller 50 can define a stop period for charging operations based on this low-usage time period. For example, a portion or all of the interval of the low-usage time period is defined as a stop period.

In one embodiment, the controller 50 can extend the interval between resuming charging to reduce the number of starts and stops.

In one embodiment, the controller 50 may group multiple charging devices/modules 30 into a first group and a second group according to the locations of the multiple charging devices/modules 30. For example, for a multi-story or large-area parking lot structure. The charging devices/modules 30 on the same floor may be classified into one group. Alternatively, the area is divided according to the plan view, and the charging devices/modules 30 in a certain area are classified into one group. The controller 50 may define that the charging devices/modules 30 in the first group are not in a stop period during the first time period and the charging devices/modules 30 in the second group are in a stop period during the first time period, and define that the charging devices/modules 30 in the first group are in a stop period during the second time period and the charging devices/modules 30 in the second group are not in a stop period during the second time period. That is, charging is performed in different layers/areas, and charging is prohibited in another layer/area. For example, the first group is in a stop period from 7 to 9 o'clock (i.e., charging operation is prohibited or suspended), but the second group is not in a stop period from 7 to 9 o'clock (i.e., charging operation is allowed); the first group is not in a stop period from 9 to 10 o'clock, but the second group is in a stop period from 9 to 10 o'clock. In this way, the interference risk of different layers/areas can be reduced. The above time periods can also be dynamic or adjusted as a control program according to the field operation status.

In some application scenarios, the number of electric vehicles C that are scheduled to be transferred each time is large (for example, more than ten), so the charging power control (Charging Power Control) is required to properly manage the segmented (by cluster) start and stop procedures to avoid abnormal stops caused by the simultaneous start of a large amount of power. The segmented configuration of the stop period can refer to the above-mentioned low-usage period or layer/zone, which will not be repeated here. Before the transfer, the power is shut down in the zone/segment to maintain the AC power phase load balance: fixed zone segmentation; according to the actual parking space distribution of electric vehicles, according to the power load distribution, the zone and segment are shut down. After the transfer/power outage, the zone/segment starts charging: fixed zone segmentation; according to the actual parking space distribution of electric vehicles, according to the power load distribution, the zone and segment are started.

The controller 50 disengages the power connection mechanism 40 corresponding to the charging device/module 30 that stops charging (step S330). Specifically, the above description of the charging device/module 30 and the power connection mechanism 40 has explained a variety of ways to set up the charging device/module 30. For example, the charging pile is directly built on the vehicle board 21, a socket is provided on the vehicle board 21, or a power connector of the power connection mechanism 40 is provided to connect to the mains or power supply. The connection of the power connection mechanism 40 or the connection of the charging device/module 30 will affect the movement of the vehicle board 21. Therefore, it is necessary to further disconnect the connector of the power connection mechanism 40 from the other (as described in the above-mentioned FIGS. 2A and 2B ) or disconnect the charging device/module 30 from the power receiving device 15 through the power connection mechanism 40 (as described in the above-mentioned embodiment, the power connection mechanism 40 is connected between the charging device/module 30 and the power receiving device 15).

It is worth noting that the controller 50 can generate a command for the power connection mechanism 40 according to the generation of the transfer command and the cessation of the charging operation. This command can drive the power connection mechanism 40 to disengage. For example, the drive mechanism 42 shown in FIG. 2A moves the vehicle-mounted plate 211 so that the connector 41 is separated from the connector 43. For another example, the power connection mechanism 40 itself directly disengages from the power receiving device 15 or the charging device/module 30.

Referring to FIG. 3 , in response to the disengagement of the electric power connection mechanism 40, the controller 50 controls the transfer mechanism 20 to move the electric vehicle C according to the transfer instruction (step S340). Specifically, after confirming the disengagement of the electric power connection mechanism 40 and the cessation of the charging operation, the vehicle-mounted board 21 can be moved, and the electric vehicle C can be moved accordingly. The transfer instruction may include a moving path of the vehicle-mounted board 21. For example, a route from a parking space to a vehicle pickup location, or a route from a parking space to a waiting/spare parking space.

It can be seen that for the sake of field safety, when there is a need to transfer a vehicle, the management system 1 can interrupt the charging process, which includes notifying the charging device to suspend charging, interrupting the power supply, and disconnecting the power connection mechanism of the power supply/receiving module configured on the vehicle board. Then, the controller 50 notifies the transfer mechanism 20 to perform the vehicle transfer process. In other words, the management system 1 can automatically complete the overall process of power interruption, disconnection from power connection, and vehicle transfer.

FIG5 is a flow chart of state detection according to an embodiment of the present invention. Referring to FIG5, in one embodiment, the controller 50 can detect the charging state of the charging operation through the sensor 10 or the charging device/module 30 (step S510). The charging state can be the power characteristics of the charging device/module 30, the connection state of the charging device/module 30 and the power receiving device 15, and/or the operating temperature. For example, the connection state is confirmed by means of photoelectric/proximity/micro switch, etc.; whether the charging is normal is confirmed by the current size. The controller 50 prompts the charging state (step S520). For example, a message about the charging state is transmitted via the network, a visual message or picture about the charging state is displayed through a display, or a voice content about the charging state is played through a speaker.

In one application scenario, the controller 50 can collect abnormal fault codes of the charging device/module 30 through the charging pile equipment industry standard protocol (e.g., Open Charge Point Protocol (OCPP)) or the national standard protocol (e.g., the National Standard (CNS)), or detect whether the charging pile is normal through the circuit loop; or the charging device/module 30 can perform equipment self-diagnosis to confirm whether the equipment is abnormal. For example, the connection between the charging gun and the vehicle end is confirmed, the power transmission between the power supply end and the charging pile is confirmed, and the charging gun is powered on.

In an application scenario, if the controller 50 detects that any of the transfer mechanisms 20, charging devices/modules 30, or power connection mechanisms 40 is abnormal, the device (e.g., transfer mechanism 20, charging device/module 30, or power connection mechanism 40) can be set to an "out of service" state, excluding the device from the service list, and at the same time, a "device abnormality notification" is issued to the technical service unit or window via the network or prompt for troubleshooting. After the device is repaired, the controller 50 can correct the device from the "out of service" state to the "serviceable" state, thereby entering the duty service.

In one application scenario, during the use of the device, the controller 50 can detect abnormal records of the charging status of the device through the sensor 10 (for example, charging voltage, current stability and device temperature, fan motor noise monitoring data, etc.).

In an application scenario, if any abnormal situation occurs during the operation of the device, after completing the current charging service, the controller 50 can set the device to an "out of service" state, exclude the device from the service list, and at the same time send a "device abnormality notification" to the technical service unit or window for troubleshooting; after the device is repaired, the controller 50 can correct the device from the "out of service" state to the "serviceable" state, thereby entering the duty service.

In one application scenario, during the charging process of the charging device/module 30, the controller 50 can dynamically read the data of the charging device/module 30 from the digital meter and/or watt-hour meter. The data can be the power connection time of the charging pile and the actual charging capacity value. Abnormal situations can be: the charging value is lower than the lower limit and is lower than the lower limit for several times in a short time (for example, 10 minutes, 30 minutes or 1 hour); the charging current is intermittent and/or the highest/lowest value changes in a short time (for example, 1 minute, 5 minutes or 10 minutes); the difference between the charging capacity record of the charging device/module 30 and the digital meter/watt-hour meter data record is greater than the corresponding threshold value.

In one application scenario, the application of the mobile device can receive feedback from the user (for example, the vehicle should be charged but is not charged, or should be fully charged but is not fully charged). If the device cannot perform the diagnosis, or the diagnosis status is abnormal, the controller 50 sets the device to the "out of service" state, excludes the device from the service list, and simultaneously sends a "device abnormality notification" to the technical service unit or window for troubleshooting; after the device is repaired, the device should be corrected from the "out of service" state to the "serviceable" state and enter the duty service.

In one application scenario, the controller 50 can record the machine number, abnormality code, date and time of the abnormal device, and set the "device status code" as a warning, and include it in the system maintenance inspection record. In addition, the controller 50 can send warning information to the system administrator and maintenance technician. After the maintenance inspection is completed, the controller 50 can restore the "device status code" of this device to normal.

The above is used to maintain the status of parking lot equipment (e.g., the equipment in the management system 1) that can provide charging services to avoid abnormalities that lead to failure to meet user charging needs. In addition, the management system 1 can provide instant notifications to allow the technical service team and the charging device/module service provider to instantly grasp the status of the field equipment and maintain the equipment in a "serviceable" state with charging function.

In one embodiment, the controller 50 can detect power restoration during a power outage of the management system 1. The power outage period is, for example, a period when the mains power is disconnected or the charging device/module 30 is abnormal. Power restoration can be when the mains power or the charging device/module 30 resumes power supply and can perform charging operations normally.

In one embodiment, the controller 50 can determine power restoration by detecting power voltage stability and phase balance.

In one embodiment, in response to power restoration, the controller 50 can determine the integrity of the backup data before the power outage, restore the operation of the transfer mechanism 20 and the charging device/module 40, and update the usage record of the charging operation. For example, the device in the management system 1 has a power outage detection function and immediately activates the data backup mechanism to perform information preservation operations such as equipment status and parameters, data, etc., and record these data as a complete charging trip record. After power is restored, the controller 50 can determine whether the backup data is complete. For another example, the controller 50 updates the parking lot usage status in real time: user vehicles and parking spaces in use, charging mode settings, charging pile device status, etc. For another example, the controller 50 updates the user's charging usage record: the user's vehicle compartment and the charging station number. For another example, the charging device/module 30 performs a charging procedure: power management and charging scheduling (described in subsequent embodiments) and power supply control and other program control modes (for example, the definition of the stop period of the aforementioned charging operation) can be used to perform a recovery charging procedure.

For the site's available power management and charging scheduling, based on the contract capacity applied for by the site, a watt-hour meter or digital meter certified by an impartial unit is installed as a record of real-time power usage and a basis for calculating power scheduling.

For example, available electricity management = contracted capacity - capacity in use - equipment operation demand - planned reserved dispatching electricity - contracted capacity reduction capacity + available backup storage capacity.

The available electricity and the number of vehicles available for charging are calculated based on the KW (kilowatt) of the most commonly used charging piles at the time (for example, 3.6KW, 7.5KW, 11KW, 22KW, but not limited to this), and the average amount of electricity charged by users in the field can be used as a reference for calculating charging scheduling, the number of vehicles waiting to charge, and the remaining time during the peak electricity price period; scheduling methods such as load shedding and equalization charging or jump charging can be implemented.

In one embodiment, the controller 50 can determine the chargeable quantity according to the current time. The chargeable quantity is the number of charging devices/modules 30 that can normally perform the charging operation.

In response to the current time being in the off-peak period, the controller 50 can determine the number of vehicles that can be charged according to the limited power. For example, the available power (KW) / 7KW (i.e., the limited power of each charging device/module 30) = the number of vehicles that can be charged with 7KW. The off-peak period is, for example, night or early morning, but is not limited thereto, and in some application scenarios, it is subject to the announcement of the power supply management unit.

In response to the current time being at the end of the off-peak period, the controller 50 can determine the number of vehicles that can be charged based on the statistical power. The statistical power can be the average, median, or number of the charge levels of multiple electric vehicles C in the parking lot. For example, 3 hours before the end of the off-peak electricity price period (planning and adjustment can be made based on the site usage): available power (KW) × off-peak remaining time (h) / user average charge level (KWh) = maximum number of vehicles that can be charged.

In one embodiment, for a power receiving device 30 whose power has reached the power conversion threshold, the controller 50 can convert the current provided by the charging operation into trickle charge, and dispatch the power released by the trickle charge to other power receiving devices 30. For example, whenever a vehicle battery is charged to about 80% (i.e., the power conversion threshold, but it can still be set differently for different vehicle models), the charging current will be converted to trickle charge, and the released power can be dispatched to other electric vehicles C waiting in line for charging.

It should be noted that the aforementioned scheduling adjustment rules can be managed and controlled by visual parking lot structure, number of charging piles, vehicle-mounted board design, vehicle displacement adjustment, etc. For field management, field managers can obtain the contract capacity configured by the power supplier to calculate the charging needs of users served by the field. For example, the user's car model, the maximum power of the user's charging device, the specifications of the car model charging connector (international specifications, regional national specifications, brand-owned specifications), the location of the charging connector (left and right/front and rear), etc.

Regarding charging authorization, in one embodiment, the controller 50 can provide a network platform for users to log in to their accounts, and the account can be activated after confirmation by the management unit. If the charging management has other regulations on metering/pricing/charging and other related matters (for example, whether charging is allowed, the amount of charge that can be charged, etc.), the charging management function-related procedures can be set according to the management regulations. If vehicle identification is established (for example, license plate recognition, electronic tags, dedicated identification, etc.), the user identity identification (for example, remote control, magnetic buckle, mobile phone APP, etc.) and the aforementioned vehicle identification can be selected according to the management regulations. One or multiple confirmations; the system user identity confirmation mechanism-related procedures are set according to the management regulations.

Regarding charging power metering, in one embodiment, as described above, the charging trip data CT is a record of the period from when the vehicle arrives at the parking space and starts charging to when charging is interrupted or stopped: it can record the date/time when the user's vehicle enters the parking space, the vehicle-mounted board assigned by the system, the parking space location number and the charging pile device number, the time when charging starts after arriving at the parking space, the time when the system schedules the vehicle to be moved to the parking space and interrupts charging/the time when the user picks up the vehicle and interrupts charging/the time when the vehicle is fully charged and stops charging/the time when other power abnormalities occur. Dynamic data of the charging capacity of a charging trip can be sampled: the data of the power used by the electric vehicle C at each charging device/module 30 is recorded at each fixed time, and the records can be sent back and stored in the database at any time. The management system 1 uses appropriate user identity identification methods to confirm each charging trip data CT of a specific user's vehicle after entering the parking lot, and accumulates the charging capacity records of this user. The record retention method and period are determined and implemented in accordance with management regulations, and reports are compiled regularly. Metering settlement report: Statistics on the total parking lot data and the charging capacity records of each user within a certain time period (for example, weekly, monthly, bimonthly, quarterly or designated statistical area). Metering query: The controller 50 may provide a website platform to allow designated parking lot managers and users to query and check the total parking lot data and the electricity usage records of each user within a certain time period (e.g., weekly, monthly, bimonthly, quarterly or designated statistical area).

Regarding the dynamic electricity price pricing, in one embodiment, the electricity charging mechanism may have different electricity price calculation methods according to the schemes applied for by each parking lot management unit. The pricing function and calculation method of the management system 1 can be based on the scheme selected by the management unit (for example, basic electricity charges and variable electricity unit prices, different electricity prices for different times/seasons/accumulated usage). In addition, the service fund collection method can be designed according to the calculation method established by the management unit. The controller 50 can note the time interval of each charging journey and the electricity price set at that time.

For top-up/deduction management: the top-up method and management of user accounts, the method of reconciliation of deductions and balances, the criteria for determining insufficient balances, and other rules can be implemented according to the management procedures established by the management unit.

In summary, the electric vehicle charging control program management method and management system for mechanical parking lots of the present invention provide the following features: Energy Management System (EMS); Flexible adjustment of the vehicle-mounted board to match the vehicle model charging port configuration position; Charging configuration scalability, upgradeability and compatibility: Scalability (scalable): The vehicle-mounted board provides AC socket >> gun line socket >> gun line; Upgradable (upgradable): The system planning covers 3KW ~ 22KW (but not limited to this), and the line and power scheduling functions reserve upgradeable space; Compatibility (compatible): It can communicate with various charging pile devices through communication protocols, custom protocols or external modules; The control function of the charging control system is applicable to different equipment structures: for example, vehicle in and out transfer, fixed compartment is not affected, simple two-stage/three-stage fixed compartment, chessboard-style partial transfer or box-type circulation full transfer; Charging authorization and confirmation; Charging metering and recording, data backup.

Although the present invention has been disclosed as above by the embodiments, they are not intended to limit the present invention. Any person with ordinary knowledge in the relevant technical field can make some changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention shall be defined by the scope of the attached patent application.

1: Management system 10: Sensor 20: Transfer mechanism 21: On-board board 30: Charging device/module 40: Power connection mechanism 50: Controller C: Electric vehicle CT: Charging trip data 41, 43: Connector 42: Driving mechanism D: Direction S310~S340, S410, S510~S520: Steps

FIG. 1 is a component block diagram of a management system for a mechanical parking lot according to an embodiment of the present invention. FIG. 2A is a schematic diagram illustrating an operation-disconnection scenario of an electric power coupling mechanism according to an embodiment of the present invention. FIG. 2B is a schematic diagram illustrating an operation-coupling scenario of an electric power coupling mechanism according to an embodiment of the present invention. FIG. 3 is a flow chart of an electric vehicle charging control program management method for a mechanical parking lot according to an embodiment of the present invention. FIG. 4 is a flow chart of a charging journey record according to an embodiment of the present invention. FIG. 5 is a flow chart of state detection according to an embodiment of the present invention.

S310~S340: Steps

Claims (12)

A method for managing an electric vehicle charging control program for a mechanical parking lot, comprising: generating a transfer instruction, wherein the transfer instruction is used to control the operation of a transfer mechanism, and the transfer mechanism is used to carry an electric vehicle; in response to the generation of the transfer instruction, stopping a charging operation of a charging device or module associated with the transfer mechanism on a power receiving device, wherein the power receiving device is loaded on the transfer mechanism; disengaging an electric power coupling mechanism corresponding to the charging device or module that stops the charging operation; and in response to the disengagement of the electric power coupling mechanism, controlling the transfer mechanism to move the electric vehicle according to the transfer instruction. The electric vehicle charging control program management method for a mechanical parking lot as described in claim 1 further includes: Counting a charging journey data of the charging device or module for the power receiving device during the charging operation, wherein the charging journey data includes the electric vehicle's entry time, a starting charging time, and at least one interruption charging time. The electric vehicle charging control program management method for a mechanical parking lot as described in claim 2 further includes: Identifying a user of the electric vehicle; and Integrating the user and his charging journey data. The electric vehicle charging control program management method for a mechanical parking lot as described in claim 1 further includes: defining a low-use time period for the charging device or module, wherein the number of charging operations in the low-use time period is lower than the number of charging operations in other time periods; and defining a stop period for the charging operation according to the low-use time period, wherein the step of stopping the charging operation includes: in response to the charging operation not being in the stop period and generating the transfer instruction, stopping the charging operation. The electric vehicle charging control program management method for a mechanical parking lot as described in claim 4 further includes: Grouping the charging devices or modules into a first group and a second group according to their locations; Defining that the charging devices or modules in the first group are not in the stop period during a first time period and the charging devices or modules in the second group are in the stop period during the first time period; and Defining that the charging devices or modules in the first group are in the stop period during a second time period and the charging devices or modules in the second group are not in the stop period during the second time period. The electric vehicle charging control program management method for a mechanical parking lot as described in claim 1 further includes: Detecting a charging state of the charging operation, wherein the charging state is at least one of a power characteristic of the charging device or module, a connection state between the charging device or module and the power receiving device, and an operating temperature; and Prompting the charging state. The electric vehicle charging control program management method for a mechanical parking lot as described in claim 1 further includes: Detecting a power restoration during a power outage; and Responding to the power restoration, determining the integrity of the backup data before the power outage, restoring the operation of the transfer mechanism and the charging device or module, and updating the usage record of the charging operation. The electric vehicle charging control program management method for a mechanical parking lot as described in claim 1 further includes: Determining a chargeable quantity based on a current time, wherein In response to the current time being in an off-peak period, the chargeable quantity is determined based on a limited power quantity; and In response to the current time being in an end interval of the off-peak period, the chargeable quantity is determined based on a statistical power quantity; and For the power receiving device whose power has reached a power conversion threshold value, the current provided by the charging operation is converted into a trickle charge, and the power released by the trickle charge is dispatched to other power receiving devices. An electric vehicle charging control program management system for a mechanical parking lot, comprising: A transfer mechanism for carrying an electric vehicle; An electric power coupling mechanism; A charging device or module; and A controller, coupled to the transfer mechanism, the electric power coupling mechanism and the charging device or module, and configured to: Generate a transfer instruction, wherein the transfer instruction is used to control the operation of the transfer mechanism, and the transfer mechanism is used to carry an electric vehicle; In response to the generation of the transfer instruction, stop the charging device or module associated with the transfer mechanism from charging a power receiving device, wherein the power receiving device is loaded on the transfer mechanism; Disengage the electric power coupling mechanism corresponding to the charging device or module that stops the charging operation; and In response to the disengagement of the electric coupling mechanism, the transfer mechanism is controlled to move the electric vehicle according to the transfer instruction. As described in claim 9, the electric vehicle charging control program management system for a mechanical parking lot, wherein the controller is further configured to: Count the charging journey data of the charging device or module for the power receiving device during the charging operation, wherein the charging journey data includes the electric vehicle's entry time, a starting charging time, and at least one interruption charging time of the charging device or module. An electric vehicle charging control program management system for a mechanical parking lot as described in claim 9, wherein the controller is further configured to: define a low-use period for the charging device or module, wherein the number of charging operations in the low-use period is lower than the number of charging operations in other periods; and define a stop period for the charging operation based on the low-use period, wherein the step of stopping the charging operation includes: in response to the charging operation not being the stop period and generating the transfer instruction, stop performing the charging operation through the charging device or module. An electric vehicle charging control program management system for a mechanical parking lot as described in claim 11, wherein the controller is further configured to: Group the charging devices or modules into a first group and a second group according to their locations; Define that the charging devices or modules in the first group are not in the stop period during a first time period and the charging devices or modules in the second group are in the stop period during the first time period; and Define that the charging devices or modules in the first group are in the stop period during a second time period and the charging devices or modules in the second group are not in the stop period during the second time period.

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