CN108081986B - Split type automatic power distribution charging system of electric automobile - Google Patents

Split type automatic power distribution charging system of electric automobile Download PDF

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Publication number
CN108081986B
CN108081986B CN201711329803.1A CN201711329803A CN108081986B CN 108081986 B CN108081986 B CN 108081986B CN 201711329803 A CN201711329803 A CN 201711329803A CN 108081986 B CN108081986 B CN 108081986B
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current
voltage direct
direct
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CN108081986A (en
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何仲全
简文章
沈少鑫
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Zhangzhou Yuanlong New Energy Technology Co.,Ltd.
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Zhangzhou Yuanlong New Energy Technology Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • 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
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/31—Charging columns specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • 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
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/22—Balancing the charge of battery modules
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0014—Circuits for equalisation of charge between batteries
    • H02J7/0018—Circuits for equalisation of charge between batteries using separate charge circuits
    • H02J7/0021—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

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

Abstract

The invention discloses a split type automatic power distribution charging system of an electric automobile, which comprises a centralized control cabinet and a direct current bus, wherein the charging centralized control cabinet is provided with a centralized controller, a power distribution unit, a relay control unit and 8 groups of charging power modules, each direct current bus comprises 8 positive direct current buses and 8 negative direct current buses, the output of each group of charging power modules is respectively connected with 4 positive direct current buses, each positive direct current bus is connected with 1 charging terminal, the charging terminals are communicated with the centralized controller through a CAN bus, and the centralized controller controls the starting and stopping of the charging power modules through the CAN bus; the power distribution unit calculates the number of the configured charging power modules according to the charging current request and starts the corresponding charging power modules; and the relay control unit calculates a power distribution factor according to the group of the charging terminal and the charging power module and drives the corresponding high-voltage direct-current contactor to act. The invention can not only automatically distribute power, but also does not occupy idle power modules.

Description

Split type automatic power distribution charging system of electric automobile
Technical Field
The invention relates to the field of electric automobiles, in particular to a split type automatic power distribution charging system for an electric automobile.
Background
At present, domestic charging facilities develop towards high power, and some companies also research and develop intelligent charging piles with higher power levels, so that the charging requirements of different electric automobile batteries can be met, but the research on a distributed charging system capable of automatically distributing power is less.
Battery charging is a complicated process, and electric automobile BMS can be according to the battery SOC grade restriction charging current of difference, and along with the reduction of electric current, the electric power module that charges does not work at the most efficient state, and the great charging power of electric automobile demand can not obtain the compensation again in the part charges, consequently has the temporary use of resource, and then causes the waste.
At present, a split type automatic power distribution charging system appears in the market, but the power distribution does not realize the power distribution in the true sense and does not solve the problem that a charging power module occupies the idle state.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a split type automatic power distribution charging system for an electric automobile, which can realize automatic power distribution and does not occupy an idle power module.
The technical scheme adopted by the invention is as follows:
a split type automatic power distribution charging system of an electric automobile comprises a centralized control cabinet and direct-current buses, wherein the centralized control cabinet for charging is provided with a centralized controller, a power distribution unit, a relay control unit and 8 groups of charging power modules, each direct-current bus comprises 8 positive direct-current buses and a negative direct-current bus, the output of each group of charging power modules is respectively connected with 4 positive direct-current buses, at least one positive direct-current bus connected with any two groups of charging power modules is different, each positive direct-current bus is connected with 1 charging terminal, the charging terminals are communicated with the centralized controller through CAN buses, and the centralized controller controls the starting and stopping of the charging power modules and the setting of output voltage and current through the CAN buses; the power distribution unit calculates the number of charging power modules needing to be configured according to the charging current request, and starts the power modules corresponding to the charging power modules to output power; and the relay control unit calculates a power distribution factor according to the group of the charging terminal and the charging power module and drives the corresponding high-voltage direct-current contactor to act according to the power distribution factor.
Furthermore, each group of charging power modules is provided with a group of 4 high-voltage direct-current contactors, the high-voltage direct-current contactors output to opposite positive direct-current buses, and the positive direct-current buses connected with any two groups of charging power modules through the 4 high-voltage direct-current contactors are not identical.
Furthermore, each group of charging power modules are connected in parallel by adopting charging power modules with power not lower than 15Kw, the charging power modules are output by adopting constant voltage or constant current, and the grade of output voltage or current is automatically adjusted according to the requirements of the electric automobile.
Further, each positive direct current bus is provided with a fuse, an insulation unit and a metering unit.
Furthermore, each positive direct current bus is respectively connected with a current sampler and then electrically connected with the negative direct current bus.
Furthermore, the charging terminal comprises a charging control mainboard, an electronic control logic circuit and a metering detection and insulation detection unit, wherein the electronic control logic circuit operates the high-voltage direct-current contactor to perform switching action according to a control instruction of the charging control mainboard.
Further, the formula for the power allocation unit to calculate the power allocation factor is as follows: and Y is N-M, N is the number of charging request gun paths, and M is the number of usable power module groups.
Furthermore, a relay control unit adopts a hardware interlocking drive control relay, and the relay control unit adopts a 74HC238 decoder and a ULN2003 buffer to output +12V to drive the high-voltage direct-current contactor.
Furthermore, by combining the interlocking control of the relay control unit, the positive electrode output of the 1 st group of charging power modules is connected with the positive electrode of the 1 st group of high-voltage direct-current contactors, and the positive electrodes of the 1 st group of 4 high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the 2 nd group of charging power modules is connected with the positive pole of the 2 nd group of high-voltage direct-current contactors, and the positive poles of the 2 nd group of 4 high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the 3 rd group charging power module is connected with the positive pole of the 3 rd group high-voltage direct current contactor, and the positive poles of the 4 rd group high-voltage direct current contactors are connected in parallel; the output of the positive pole of the 4 th group of charging power modules is connected with the positive pole of the 4 th group of high-voltage direct-current contactors, and the positive poles of the 4 th group of high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the charging power module of the 5 th group is connected with the positive pole of the high-voltage direct current contactor of the 5 th group, and the positive poles of the 4 high-voltage direct current contactors of the 5 th group are connected in parallel; the positive electrode output of the 6 th group of charging power modules is connected with the positive electrode of the 6 th group of high-voltage direct-current contactors, and the positive electrodes of the 6 th group of 4 high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the charging power module in the 7 th group is connected with the positive pole of the high-voltage direct current contactor in the 7 th group, and the positive poles of the 4 high-voltage direct current contactors in the 7 th group are connected in parallel; and the output of the positive electrode of the charging power module in the 8 th group is connected with the positive electrode of the high-voltage direct current contactor in the 8 th group, and the positive electrodes of the 4 high-voltage direct current contactors in the 8 th group are connected in parallel.
Furthermore, the negative electrode of the No. 1 high-voltage direct current contactor is connected with and outputs a1 st path of positive direct current bus, the negative electrode of the No. 2 high-voltage direct current contactor of the No. 1 high-voltage direct current contactor is connected with and outputs a2 nd path of positive direct current bus, the negative electrode of the No. 3 high-voltage direct current contactor of the No. 1 high-voltage direct current contactor is connected with and outputs a 3 rd path of positive direct current bus, and the negative electrode of the No. 4 high-voltage direct current contactor of the No; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 2 high-voltage direct-current contactor is connected with and outputs the No. 2 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor is connected with and outputs the No. 3 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 2 high-voltage direct-current contactor is connected with and outputs the No. 4 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 3 high-voltage direct-current contactor is connected with and outputs a No. 3 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 3 high-voltage direct-current contactor is connected with and outputs a No. 4 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor is connected with and outputs a No. 5 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the 4 th group of high-voltage direct-current contactors is connected with and outputs a 4 th positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the 4 th group of high-voltage direct-current contactors is connected with and outputs a 5 th positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the 4 th group of high-voltage direct-current contactors is connected with and outputs a 6 th positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 5 high-voltage direct-current contactor is connected with and outputs a No. 5 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 5 high-voltage direct-current contactor is connected with and outputs a No. 6 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 5 high-voltage direct-current contactor is connected with and outputs a No. 7 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the 6 th group of high-voltage direct-current contactors is connected with and outputs a 6 th positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the 6 th group of high-voltage direct-current contactors is connected with and outputs a 7 th positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the 6 th group of high-voltage direct-current contactors is connected with and outputs an 8 th positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 7 high-voltage direct-current contactor is connected with and outputs a No. 7 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 7 high-voltage direct-current contactor is connected with and outputs a No. 8 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 7 high-voltage direct-current contactor is connected with and outputs a No. 1 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 8 high-voltage direct-current contactor is connected with and outputs the No. 8 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 8 high-voltage direct-current contactor is connected with and outputs the No. 1 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 8 high-voltage direct-current contactor is connected with and outputs the No. 2 positive direct-current bus, and the negative electrode of the No. 4.
According to the technical scheme, the whole machine control communication unit is communicated with the centralized control cabinet charging power module and the split charging terminals through the CAN bus, the charging terminals acquire the charging request data of the BMS at the automobile end through the CAN1 bus, the data are processed and calculated, the calculation result is transmitted to the centralized controller of the centralized control cabinet through the CAN2 bus, the centralized cabinet performs power distribution and relay control, the control communication unit calculates the required quantity of the power modules according to the charging request current of the BMS on the automobile, the output current is forced to meet the charging request current, the power distribution of the centralized cabinet is insufficient to meet the charging current request, the whole machine controller is charged in a current limiting mode, and waits for the release of power of other charging terminals, and the charging current request is met. The invention can automatically distribute power and does not occupy idle power modules.
Drawings
The invention is described in further detail below with reference to the accompanying drawings and the detailed description;
fig. 1 is a schematic structural diagram of a split type automatic power distribution charging system of an electric vehicle according to the present invention;
FIG. 2 is a schematic wiring diagram of a high-voltage direct-current contactor of a split type automatic power distribution charging system of an electric vehicle according to the present invention;
fig. 3 is a schematic wiring diagram of a 74HC238 decoder of a split-type automatic power distribution charging system of an electric vehicle according to the present invention;
fig. 4 is a schematic wiring diagram of the ULN2003 buffer of the split automatic power distribution charging system of the electric vehicle according to the present invention.
Detailed Description
As shown in one of fig. 1 to 4, the invention discloses a split type automatic power distribution charging system for an electric vehicle, which comprises a centralized control cabinet and a direct current bus, wherein the charging centralized control cabinet is configured with a centralized controller, a power distribution unit, a relay control unit and 8 groups of charging power modules, each direct current bus comprises 8 positive direct current buses and 8 negative direct current buses, each group of charging power modules is respectively connected with 4 positive direct current buses, at least one positive direct current bus connected with any two groups of charging power modules is different, each positive direct current bus is connected with 1 charging terminal, the charging terminals are communicated with the centralized controller through a Controller Area Network (CAN) bus, and the centralized controller controls the start and stop of the charging power modules and the setting of output voltage and current through the CAN bus; the power distribution unit calculates the number of charging power modules needing to be configured according to the charging current request, and starts the power modules corresponding to the charging power modules to output power; and the relay control unit calculates a power distribution factor according to the group of the charging terminal and the charging power module and drives the corresponding high-voltage direct-current contactor to act according to the power distribution factor.
Furthermore, each group of charging power modules is provided with a group of 4 high-voltage direct-current contactors, the high-voltage direct-current contactors output to opposite positive direct-current buses, and the positive direct-current buses connected with any two groups of charging power modules through the 4 high-voltage direct-current contactors are not identical.
Furthermore, each group of charging power modules are connected in parallel by adopting charging power modules with power not lower than 15Kw, the charging power modules are output by adopting constant voltage or constant current, and the grade of output voltage or current is automatically adjusted according to the requirements of the electric automobile.
Further, each positive direct current bus is provided with a fuse, an insulation unit and a metering unit.
Furthermore, each positive direct current bus is respectively connected with a current sampler and then electrically connected with the negative direct current bus.
Furthermore, the charging terminal comprises a charging control mainboard, an electronic control logic circuit and a metering detection and insulation detection unit, wherein the electronic control logic circuit operates the high-voltage direct-current contactor to perform switching action according to a control instruction of the charging control mainboard.
Furthermore, by combining the interlocking control of the relay control unit, the positive electrode output of the 1 st group of charging power modules is connected with the positive electrode of the 1 st group of high-voltage direct-current contactors, and the positive electrodes of the 1 st group of 4 high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the 2 nd group charging power module is connected with the positive pole of the 2 nd group high-voltage direct-current contactor, and the positive poles of the 2 nd group 4 high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the 3 rd group charging power module is connected with the positive pole of the 3 rd group high-voltage direct current contactor, and the positive poles of the 4 rd group high-voltage direct current contactors are connected in parallel; the output of the positive pole of the 4 th group of charging power modules is connected with the positive pole of the 4 th group of high-voltage direct-current contactors, and the positive poles of the 4 th group of high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the charging power module of the 5 th group is connected with the positive pole of the high-voltage direct current contactor of the 5 th group, and the positive poles of the 4 high-voltage direct current contactors of the 5 th group are connected in parallel; the positive electrode output of the 6 th group of charging power modules is connected with the positive electrode of the 6 th group of high-voltage direct-current contactors, and the positive electrodes of the 6 th group of 4 high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the charging power module in the 7 th group is connected with the positive pole of the high-voltage direct current contactor in the 7 th group, and the positive poles of the 4 high-voltage direct current contactors in the 7 th group are connected in parallel; and the output of the positive electrode of the charging power module in the 8 th group is connected with the positive electrode of the high-voltage direct current contactor in the 8 th group, and the positive electrodes of the 4 high-voltage direct current contactors in the 8 th group are connected in parallel.
Furthermore, the negative electrode of the No. 1 high-voltage direct current contactor is connected with and outputs a1 st path of positive direct current bus, the negative electrode of the No. 2 high-voltage direct current contactor of the No. 1 high-voltage direct current contactor is connected with and outputs a2 nd path of positive direct current bus, the negative electrode of the No. 3 high-voltage direct current contactor of the No. 1 high-voltage direct current contactor is connected with and outputs a 3 rd path of positive direct current bus, and the negative electrode of the No. 4 high-voltage direct current contactor of the No; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 2 high-voltage direct-current contactor is connected with and outputs the No. 2 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor is connected with and outputs the No. 3 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 2 high-voltage direct-current contactor is connected with and outputs the No. 4 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 3 high-voltage direct-current contactor is connected with and outputs a No. 3 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 3 high-voltage direct-current contactor is connected with and outputs a No. 4 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor is connected with and outputs a No. 5 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the 4 th group of high-voltage direct-current contactors is connected with and outputs a 4 th positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the 4 th group of high-voltage direct-current contactors is connected with and outputs a 5 th positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the 4 th group of high-voltage direct-current contactors is connected with and outputs a 6 th positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 5 high-voltage direct-current contactor is connected with and outputs a No. 5 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 5 high-voltage direct-current contactor is connected with and outputs a No. 6 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 5 high-voltage direct-current contactor is connected with and outputs a No. 7 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the 6 th group of high-voltage direct-current contactors is connected with and outputs a 6 th positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the 6 th group of high-voltage direct-current contactors is connected with and outputs a 7 th positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the 6 th group of high-voltage direct-current contactors is connected with and outputs an 8 th positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 7 high-voltage direct-current contactor is connected with and outputs a No. 7 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 7 high-voltage direct-current contactor is connected with and outputs a No. 8 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 7 high-voltage direct-current contactor is connected with and outputs a No. 1 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 8 high-voltage direct-current contactor is connected with and outputs the No. 8 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 8 high-voltage direct-current contactor is connected with and outputs the No. 1 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 8 high-voltage direct-current contactor is connected with and outputs the No. 2 positive direct-current bus, and the negative electrode of the No. 4.
As shown in FIG. 2, the working process of the present invention is as follows, when a charging gun 1 route charging request is output, a control terminal of output 1 route initiates a charging request to a centralized control cabinet, the centralized control cabinet selects the number of charging power modules and corresponding high voltage direct current contactors according to charging factors, and starts power modules to close contactor switches, a charging system performs insulation detection on charging output 1 route, insulation detection tests are normal, and enters a charging configuration link, then the centralized control cabinet calculates the number of charging power modules according to charging BMS data, when the system power is surplus, the charging request power is greater than the possible maximum power output by the current power module, the system increases the number of charging modules, increases the charging power, if the output power of the current power module is greater than the charging request power, the corresponding charging power module is exited according to the calculation factors, when the system power is insufficient to satisfy charging distribution, the system prompts that the power is insufficient, the charging terminal enters power distribution waiting, and the charging terminal waits until the adjacent charging module is released.
Furthermore, through probability calculation and reference power, each group of power modules can adapt to 4 paths of charging output in design, the number of charging paths output by each group is added with 1, power distribution is shown as a table 1, namely, a charging gun 1-path disposable power module group is provided with a module group 1 corresponding to a high-voltage direct current contactor 4, a module group 6 corresponding to a high-voltage direct current contactor 1, a module group 7 corresponding to a high-voltage direct current contactor 2, a module group 8 corresponding to a high-voltage direct current contactor 3, and other charging distribution and contactor configurations are shown as a table 1.
Figure BDA0001506411200000061
Table 1
Further, as shown in fig. 3 or fig. 4, the relays are driven and controlled by hardware interlock, the matrix schematic diagram is the same as that of fig. 1, the output terminals of the matrix control are connected to the output terminals, the controller adopts a decoder 74HC238 decoder table as shown in table 2, and it can be observed from the decoder truth table that only 1-way relay control is enabled in each control, so that the interlock function of the relay control on hardware can be simplified. And the relay control unit adopts a 74HC238 decoder and an ULN2003 buffer to output +12V to drive the high-voltage direct-current contactor.
Figure BDA0001506411200000071
Table 2
Furthermore, the 74HC238 decoder only has 1 path of output valid enabling at each time, namely DI 1-DI 4 only have one path of valid enabling after A1 and A2 are triggered, the interlocking function that the high-voltage direct-current contactor is closed at the same time is avoided from hardware, the DI output of the decoder is connected to the IN input terminal of the ULN2003, and the DO output port of the ULN2003 can increase the driving capacity of the contactor.
Further, by combining the decoder 74HC238 decoder table, the control algorithm is further optimized, the power distribution factor can be calculated through the module group and the number of charging output paths, matrix control can be obtained by comprehensively considering the 74HC238 decoder and the relay control configuration table, and the control calculation result is as follows: and calculating a power distribution factor Y which is N-M, wherein N is the number of gun paths of the charging request, M is the number of groups of the available power modules, and decoding to obtain a table 3 power factor distribution table. For example: the charging gun 3 requests charging (the group of allocable power modules is 1/2/3/8), and assuming that group 3 is selected, Y ═ 3-3| ═ 0, i.e., the 4 th relay of the relay group 3 is controlled by Y0.
Charging gun 1 Charging gun 2 Charging gun 3 Charging gun 4 Charging gun 5 Charging gun 6 Charging gun 7 Charging gun 8
Module block set 1 Y0 Y1 Y2 Y3
Module block set 2 Y0 Y1 Y2 Y3
Module block set 3 Y0 Y1 Y2 Y3
Module block set 4 Y0 Y1 Y2 Y3
Module block set 5 Y0 Y1 Y2 Y3
Module block set 6 Y3 Y0 Y1 Y2
Module block set 7 Y2 Y3 Y0 Y1
Module block set 8 Y1 Y2 Y3 Y0
Table 3
According to the technical scheme, the whole machine control communication unit is communicated with the centralized control cabinet charging power module and the split charging terminals through the CAN bus, the charging terminals acquire the charging request data of the BMS at the automobile end through the CAN1 bus, the data are processed and calculated, the calculation result is transmitted to the centralized controller of the centralized control cabinet through the CAN2 bus, the centralized cabinet performs power distribution and relay control, the control communication unit calculates the required quantity of the power modules according to the charging request current of the BMS on the automobile, the output current is forced to meet the charging request current, the power distribution of the centralized cabinet is insufficient to meet the charging current request, the whole machine controller is charged in a current limiting mode, and waits for the release of power of other charging terminals, and the charging current request is met. The invention can automatically distribute power and does not occupy idle power modules.

Claims (9)

1. The utility model provides a split type automatic power distribution charging system of electric automobile which characterized in that: the charging system comprises a centralized control cabinet and direct-current buses, wherein the centralized control cabinet is provided with a centralized controller, a power distribution unit, a relay control unit and 8 groups of charging power modules, each direct-current bus comprises 8 positive direct-current buses and a negative direct-current bus, the output of each group of charging power modules is respectively connected with 4 positive direct-current buses, at least one positive direct-current bus connected with any two groups of charging power modules is different, each positive direct-current bus is connected with 1 charging terminal, the charging terminals are communicated with the centralized controller through CAN buses, and the centralized controller controls the starting and stopping of the charging power modules and the setting of output voltage and current through the CAN buses; the power distribution unit calculates the number of charging power modules needing to be configured according to the charging current request, and starts the power modules corresponding to the charging power modules to output power; and the relay control unit calculates a power distribution factor according to the group of the charging terminal and the charging power module and drives the corresponding high-voltage direct-current contactor to act according to the power distribution factor.
2. The split type automatic power distribution and charging system for the electric automobile according to claim 1, characterized in that: each group of charging power modules is provided with a group of 4 high-voltage direct-current contactors, the high-voltage direct-current contactors output to opposite positive direct-current buses, and the positive direct-current buses connected with any two groups of charging power modules through the 4 high-voltage direct-current contactors are not identical.
3. The split type automatic power distribution and charging system for the electric automobile according to claim 1, characterized in that: each group of charging power modules are connected in parallel by adopting charging power modules with power not lower than 15Kw, the charging power modules are output by adopting constant voltage or constant current, and the grade of output voltage or current is automatically adjusted according to the requirements of the electric automobile.
4. The split type automatic power distribution and charging system for the electric automobile according to claim 1, characterized in that: and each positive direct current bus is provided with a fuse, an insulation unit and a metering unit.
5. The split type automatic power distribution and charging system for the electric automobile according to claim 4, characterized in that: and each positive direct current bus is respectively connected with a current sampler and then electrically connected with a negative direct current bus.
6. The split type automatic power distribution and charging system for the electric automobile according to claim 1, characterized in that: the charging terminal comprises a charging control mainboard, an electronic control logic circuit and a metering detection and insulation detection unit, wherein the electronic control logic circuit operates the high-voltage direct-current contactor to perform switching action according to a control instruction of the charging control mainboard.
7. The split type automatic power distribution and charging system for the electric automobile according to claim 1, characterized in that: the relay control unit adopts a hardware interlocking drive control relay, and adopts a 74HC238 decoder.
8. The split type automatic power distribution and charging system for the electric automobile according to claim 7, characterized in that: the positive electrode output of the 1 st group of charging power modules is connected with the positive electrode of the 1 st group of high-voltage direct-current contactors, and the positive electrodes of the 1 st group of 4 high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the 2 nd group of charging power modules is connected with the positive pole of the 2 nd group of high-voltage direct-current contactors, and the positive poles of the 4 nd group of high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the 3 rd group charging power module is connected with the positive pole of the 3 rd group high-voltage direct current contactor, and the positive poles of the 4 rd group high-voltage direct current contactors are connected in parallel; the output of the positive pole of the 4 th group of charging power modules is connected with the positive pole of the 4 th group of high-voltage direct-current contactors, and the positive poles of the 4 th group of high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the charging power module of the 5 th group is connected with the positive pole of the high-voltage direct current contactor of the 5 th group, and the positive poles of the 4 high-voltage direct current contactors of the 5 th group are connected in parallel; the positive electrode output of the 6 th group of charging power modules is connected with the positive electrode of the 6 th group of high-voltage direct-current contactors, and the positive electrodes of the 6 th group of 4 high-voltage direct-current contactors are connected in parallel; the output of the positive pole of the charging power module in the 7 th group is connected with the positive pole of the high-voltage direct current contactor in the 7 th group, and the positive poles of the 4 high-voltage direct current contactors in the 7 th group are connected in parallel; and the output of the positive electrode of the charging power module in the 8 th group is connected with the positive electrode of the high-voltage direct current contactor in the 8 th group, and the positive electrodes of the 4 high-voltage direct current contactors in the 8 th group are connected in parallel.
9. The split type automatic power distribution and charging system for the electric automobile according to claim 8, characterized in that: the negative electrode of the No. 1 high-voltage direct current contactor is connected with and outputs a No. 1 positive direct current bus, the negative electrode of the No. 2 high-voltage direct current contactor of the No. 1 high-voltage direct current contactor is connected with and outputs a No. 2 positive direct current bus, the negative electrode of the No. 3 high-voltage direct current contactor of the No. 1 high-voltage direct current contactor is connected with and outputs a No. 3 positive direct current bus, and the negative electrode of the No. 4 high-voltage direct current contactor of the No.; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 2 high-voltage direct-current contactor is connected with and outputs the No. 2 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor is connected with and outputs the No. 3 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 2 high-voltage direct-current contactor is connected with and outputs the No. 4 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 3 high-voltage direct-current contactor is connected with and outputs a No. 3 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 3 high-voltage direct-current contactor is connected with and outputs a No. 4 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor is connected with and outputs a No. 5 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the 4 th group of high-voltage direct-current contactors is connected with and outputs a 4 th positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the 4 th group of high-voltage direct-current contactors is connected with and outputs a 5 th positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the 4 th group of high-voltage direct-current contactors is connected with and outputs a 6 th positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 5 high-voltage direct-current contactor is connected with and outputs a No. 5 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 5 high-voltage direct-current contactor is connected with and outputs a No. 6 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 5 high-voltage direct-current contactor is connected with and outputs a No. 7 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the 6 th group of high-voltage direct-current contactors is connected with and outputs a 6 th positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the 6 th group of high-voltage direct-current contactors is connected with and outputs a 7 th positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the 6 th group of high-voltage direct-current contactors is connected with and outputs an 8 th positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 7 high-voltage direct-current contactor is connected with and outputs a No. 7 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 7 high-voltage direct-current contactor is connected with and outputs a No. 8 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 7 high-voltage direct-current contactor is connected with and outputs a No. 1 positive direct-current bus, and the negative electrode of the No. 4; the negative electrode of the No. 1 high-voltage direct-current contactor of the No. 8 high-voltage direct-current contactor is connected with and outputs the No. 8 positive direct-current bus, the negative electrode of the No. 2 high-voltage direct-current contactor of the No. 8 high-voltage direct-current contactor is connected with and outputs the No. 1 positive direct-current bus, the negative electrode of the No. 3 high-voltage direct-current contactor of the No. 8 high-voltage direct-current contactor is connected with and outputs the No. 2 positive direct-current bus, and the negative electrode of the No. 4.
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