CN212529375U - Orderly charging control system for electric private car - Google Patents

Orderly charging control system for electric private car Download PDF

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Publication number
CN212529375U
CN212529375U CN202021249957.7U CN202021249957U CN212529375U CN 212529375 U CN212529375 U CN 212529375U CN 202021249957 U CN202021249957 U CN 202021249957U CN 212529375 U CN212529375 U CN 212529375U
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charging
electric
private car
interface
control system
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潘爱强
刘哲
张鹏
陈甜甜
潘玲
冯倩
杜凤青
刘婧
董真
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State Grid Shanghai Electric Power Co Ltd
East China Power Test and Research Institute Co Ltd
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State Grid Shanghai Electric Power Co Ltd
East China Power Test and Research Institute Co Ltd
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    • 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

Abstract

The utility model relates to an orderly charge control system of electronic private car, fill electric pile and insert the rifle including electric wire netting, electric automobile, host computer and one-to-one, fill electric pile set up a plurality ofly, be connected with the host computer respectively, include with insert the relay that the rifle is connected and respectively with the singlechip that the relay is connected, discharge the interface and the interface that charges, discharge the interface and insert the electric wire netting respectively with the interface that charges, singlechip and host computer connection, electric automobile include interconnect's battery, collection module and control module, insert the rifle and be connected with control module when electric automobile fills/discharges, compare with prior art, the utility model has the advantages of effectively alleviate the electric wire netting load, improve economic nature and security and so on.

Description

Orderly charging control system for electric private car
Technical Field
The utility model belongs to the technical field of electric automobile charges and specifically relates to an orderly charge control system of electronic private car is related to.
Background
The development scale of the electric automobile is one of the main factors influencing the charging power demand, and under the condition that the daily charging power of a single electric automobile is constant, the larger the scale of the electric automobile is, the larger the total charging power demand is, and the larger the influence on a power grid is. In China, electric vehicles can be mainly divided into buses, taxies, official vehicles and private vehicles, and in various electric vehicles, the electric load quantity sequentially comprises the following steps from large to small: private car > official business car > bus > taxi, the load peak value is from high to low sequencing and is: private car > bus > official car > taxi.
The use of electric private cars has randomness and similarity in time and space, disordered superposition of charging time, place and capacity, the condition of 'peak-to-peak' can be generated along with the influence of the power grid, so that the impact of the large-scale charging of the electric private car on the power grid is great, the stable and safe operation of the power grid is not facilitated to be maintained, the charging economy of a car owner is also not facilitated, the electric car is different from a common load, the battery energy storage characteristic of the electric automobile determines that the electric automobile can obtain electric energy to maintain the self-running in the low-ebb period of the power grid load, and the surplus electric energy is fed back to the power grid in the period of power shortage, the charging time of the private car is flexible and easy to be scheduled, therefore, the method has important practical significance for the electric private car to participate in load scheduling of the power system, the disordered charging increases the peak-valley difference and the mean-square difference of the power grid, the load rate is reduced, and the safe, economic and stable operation of the power grid is influenced.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing an effectively alleviate electric private car orderly charging control system of electric wire netting load in order to overcome the defect that above-mentioned prior art exists.
The purpose of the utility model can be realized through the following technical scheme:
the electric private car ordered charging control system comprises an electric network, an electric car, an upper computer, a plurality of charging piles and a plurality of plugging guns, wherein the charging piles and the plugging guns are in one-to-one correspondence;
in the dispatching time period, the upper computer judges the charging/discharging state of each charging pile according to the electric private car dispatching model and sends a control signal, the single chip microcomputer receives the control signal and controls the gun insertion to be communicated with the discharging interface or the charging interface through the relay to control the charging/discharging state of the charging pile, the acquisition module acquires parameter information of the storage battery, and the control module controls the charging/discharging state of the storage battery according to the parameter information of the storage battery and the charging/discharging state of the charging pile.
Furthermore, the charging pile further comprises a human-computer interaction panel, and the human-computer interaction panel is connected with the single chip microcomputer;
and in a non-scheduling period, the human-computer interaction panel sends a control signal according to user input information, and the single chip microcomputer receives the control signal and controls the gun insertion to be communicated with the discharging interface or the charging interface through the relay so as to control the charging/discharging state of the charging pile.
According to the traveling characteristics of the electric private car, the scheduling time interval is set to be 17: 00-7:00 the next day, the remaining time is a non-scheduling time interval, the charging and discharging states are scheduled by an upper computer after the electric private car is connected with the charging pile in the scheduling time interval, and the electric private car owner can select charging or discharging through the man-machine interaction panel in the non-scheduling time interval.
Preferably, the collection module includes a current collection unit, a voltage collection unit and a temperature sensor, the current collection unit includes a hall sensor, and the voltage collection unit includes a photoelectric coupler and an operational amplifier.
Further preferably, the model of the hall sensor is ACS712, the chip model of the photoelectric coupler is CNR201, the chip model of the operational amplifier is LMV321, and the relay is a JDQ-008W network relay.
Further preferably, the discharging interface comprises a YM1LE-63 three-phase automatic protector and a W5000-DT inversion module which are connected with each other, and the charging interface comprises a YM1LE-63 three-phase automatic protector and a VD-15-750-RM direct current module which are connected with each other.
Correspond the utility model discloses a control method of orderly charge control system of electronic private car, including following step:
s1: the single chip microcomputer judges whether the current time is in a scheduling time interval, if so, the step S2 is executed, otherwise, the step S3 is executed;
s2: the method comprises the following steps that an industrial personal computer obtains scheduling parameters, judges the charging/discharging state of each charging pile according to an electric private car scheduling model and sends a control signal, and a single chip microcomputer receives the control signal of the industrial personal computer and controls the charging/discharging state of the charging piles;
s3: the man-machine interaction panel acquires user input information and sends a control signal, and the single chip microcomputer receives the control signal of the man-machine interaction panel and controls the charging/discharging state of the charging pile;
s4: the acquisition module acquires storage battery parameter information, and the control module controls the charging/discharging state of the storage battery according to the storage battery parameter information and the charging/discharging state of the charging pile.
Further, the scheduling parameters include the current power grid load and the battery state of charge of all storage batteries in the electric vehicle connected with the charging pile.
Further, the objective function of the electric private car dispatching model is as follows:
Figure BDA0002563419410000031
Figure BDA0002563419410000032
Figure BDA0002563419410000033
Figure BDA0002563419410000034
Figure BDA0002563419410000035
wherein R is1Is a first objective function, R, of the network side2As a second grid-side objective function, R3As a user-side objective function, PLjFor power grid j period power, Pi,jIs power of the ith electric automobile in the j period, L'AveFor electric vehicles to participateScheduled grid daily average load, L'maxFor the maximum load of the power grid after dispatching, n is the number of the electric vehicles, R1Is a first objective function on the grid side, Cf,jFor charging and discharging electricity price of electric vehicle in period j, Ci,θFor the loss cost of the theta-th discharge of the ith electric vehicle in a day, psi (i) is the total discharge times of the ith vehicle in the day, alpha1Is the weight coefficient, alpha, of the first objective function on the grid side2As a weight coefficient of a second objective function on the grid side, alpha3Is the weight coefficient of the user-side objective function, and alpha1+α2+α3＝1，
Figure BDA0002563419410000041
Is the mean square error of the load before the cell day,
Figure BDA0002563419410000042
the charging cost when the electric automobile does not participate in dispatching is reduced.
Further, the constraint conditions of the electric private car dispatching model include a charge and discharge power constraint, a battery available capacity constraint, an electric car next-day trip demand constraint and a charge and discharge conservation constraint, and the charge and discharge power constraint has an expression as follows:
PL＜Pi,j＜PH
wherein, PHFor maximum charging power of electric vehicles, PLThe maximum discharge power of the electric automobile;
the expression of the available capacity constraint of the battery is as follows:
Socmin＜Soci,j＜Socmax
wherein, Soci,jBattery state of charge, Soc, for the ith electric vehicle during the jth time periodminAnd SocmaxRespectively representing the upper limit and the lower limit of the electric vehicle charge state;
the expression of the travel requirement constraint of the electric automobile the next day is as follows:
Figure BDA0002563419410000043
wherein S isiIs the daily mileage of the electric vehicle i, W100The power consumption of the electric automobile is hundreds of kilometers,
Figure BDA0002563419410000044
charge-discharge efficiency;
the charge-discharge conservation constraint expression is as follows:
Figure BDA0002563419410000045
wherein Q ischiThe standard capacity of the battery.
Further preferably, the industrial personal computer obtains an optimized scheduling scheme according to the objective function and the constraint condition through a particle swarm optimization algorithm, and judges the charging/discharging state of each charging pile, wherein in the particle swarm optimization algorithm, each dimension of particles is the charging/discharging power of each electric vehicle in each time period.
Furthermore, the battery parameter information comprises current, voltage, charge quantity and temperature;
when the current, the voltage and the temperature exceed set thresholds, the control module stops charging or discharging the storage battery;
when the charge amount reaches 100%, the control module stops charging the storage battery;
and when the charge quantity is lower than 30%, the control module stops discharging the storage battery.
Compared with the prior art, the utility model has the advantages of it is following:
1) the utility model discloses be connected a plurality of electric pile of filling with the host computer, realize the charge/discharge state switching of each electric pile of filling through electronic private car dispatch model, adjust each electric pile of filling respectively for charged state or discharge state, the dispatch to filling electric pile is comprehensive, reduces the impact of electronic private car to the electric wire netting load to the at utmost, realizes the effect of "peak clipping fills in the millet";
2) the utility model discloses in set up the human-computer interaction panel, in the dispatch period, realize control through the singlechip after the host computer sends control signal, the car owner can select to charge and discharge by oneself through the human-computer interaction panel in the non-dispatch period, and the flexibility is high, improves electric automobile's charge-discharge economy;
3) the utility model discloses a set up control module and collection module among the electric automobile, can be according to the temperature, voltage, electric charge amount and the electric current of battery, the charge-discharge state of control battery, when the cooperation was filled electric pile and is filled/discharge state, the duration of protection battery life and assurance electric automobile, the security is high.
Drawings
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the connection of a control module with a battery and a collection module in an electric private car;
fig. 3 is a schematic flow chart of a control method of the system of the present invention;
FIG. 4 shows a grid load curve for chaotic charging and discharging;
FIG. 5 is a power grid load curve for unordered charging and discharging under the scheduling of the system of the present invention;
fig. 6 is a power grid load curve under the existing ordered charging and discharging scheduling strategy.
The system comprises a power grid, a charging pile, a single chip microcomputer, a discharging interface, a charging interface 23, a charging interface 24, a relay 25, a man-machine interaction panel, an upper computer 3, a gun 4, an inserting gun 5, an electric automobile 51, a control module 52, an acquisition module 53 and a storage battery.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.
Example (b):
as shown in fig. 1, the utility model provides an orderly charge control system of electronic private car, including electric wire netting 1, electric automobile 5, host computer 3 and one-to-one fill electric pile 2 and insert rifle 4.
The charging piles 2 are arranged in plurality and are respectively connected with the upper computer 3, the charging piles comprise a man-machine interaction panel 25, a relay 24 connected with the gun inserting 4, a single chip microcomputer 21, a discharging interface 22 and a charging interface 23, the single chip microcomputer 21, the discharging interface 22 and the charging interface 23 are respectively connected with the power grid 1, the single chip microcomputer 21 is respectively connected with the upper computer 3 and the man-machine interaction panel 25, the electric automobile 5 comprises a storage battery 53, an acquisition module 52 and a control module 51 which are mutually connected, and the gun inserting 4 is connected with the control module 51 when the electric automobile 5 is charged/discharged;
in the dispatching time period, the upper computer 3 judges the charging/discharging state of each charging pile 2 according to the electric private car dispatching model and sends a control signal; during the non-scheduled period, the human-computer interaction panel 25 transmits a control signal according to the user input information.
The single chip microcomputer 21 receives the control signal and controls the gun 4 to be communicated with the discharging interface 22 or the charging interface 23 through the relay 24 to control the charging/discharging state of the charging pile 2, the acquisition module 52 acquires parameter information of the storage battery 53, and the control module 51 controls the charging/discharging state of the storage battery 53 according to the parameter information of the storage battery 53 and the charging/discharging state of the charging pile 2.
The acquisition module 52 comprises a current acquisition unit, a voltage acquisition unit and a temperature sensor, the current acquisition unit comprises an ACS712 Hall sensor, the voltage acquisition unit comprises a photoelectric coupler CNR201 chip and an operational amplifier LMV321 chip, the acquisition module 52 acquires the current, the voltage, the electric charge quantity and the temperature of the storage battery 53, and the control module 51 stops the charging or the discharging of the storage battery 53 when the current, the voltage and the temperature exceed set threshold values; when the charge amount reaches 100%, the control module 51 stops the charging of the storage battery 53; when the charge amount is less than 30%, the control module 51 stops the discharge of the battery 53.
As shown in fig. 2, the control module 51 includes an MCU control chip, and a driving circuit and a switching circuit connected to each other, the driving circuit is connected to the MCU control chip, and is provided with two triodes Q3 and Q4, the switching circuit is provided with two corresponding field effect transistors Q1 and Q2, and the model is IRF 650A. The module controls the switching-off of triodes Q3 and Q4 through high/low level voltage signals sent by the port of the MCU control chip, when the MCU control chip sends high level signals to the A1 pin or the A2 pin, the corresponding triode is in a conducting state, the corresponding field effect tube cannot be driven to work, and the corresponding field effect tube is in a conducting state; when the MCU control chip sends a low level signal to the A1 pin or the A2 pin, the corresponding triode is in a cut-off state, the corresponding field effect tube is driven to work, the corresponding field effect tube is in a cut-off state, and the corresponding circuit is disconnected, so that the charging and discharging state of the storage battery 53 is effectively controlled.
In the charging pile 2 of this embodiment, the discharging interface 22 includes a YM1LE-63 three-phase automatic protector and a W5000-DT inverter module that are connected to each other, the charging interface 23 includes a YM1LE-63 three-phase automatic protector and a VD-15-750-RM direct current module that are connected to each other, and the relay 24 is a JDQ-008W network relay. The YM1LE-63 three-phase automatic protector can realize overload protection.
As shown in fig. 3, the utility model also provides an orderly charge control method of electronic private car, include following step:
s1: the single chip microcomputer 21 judges whether the current time is in the scheduling time interval, if so, the step S2 is executed, otherwise, the step S3 is executed;
s2: the industrial personal computer 3 acquires the scheduling parameters, judges the charging/discharging state of each charging pile 2 according to the electric private car scheduling model and sends a control signal, and the singlechip 21 receives the control signal of the industrial personal computer 3 and controls the charging/discharging state of the charging pile 2;
s3: the man-machine interaction panel 25 acquires user input information and sends a control signal, and the singlechip 21 receives the control signal of the man-machine interaction panel 25 and controls the charging/discharging state of the charging pile 2;
s4: the acquisition module 52 acquires parameter information of the storage battery 53, and the control module 51 controls the charging/discharging state of the storage battery 53 according to the parameter information of the storage battery 53 and the charging/discharging state of the charging pile 2.
The dispatching parameters comprise the current power grid load and the battery charge states of all storage batteries 53 in the electric automobile 5 connected with the charging pile 2;
the industrial personal computer 3 obtains an optimized scheduling scheme according to an objective function and a constraint condition through a Particle Swarm Optimization (PSO), and determines the charging/discharging state of each charging pile 2, wherein each dimension of a particle is the charging/discharging power of each electric vehicle in each time period, and two-group cooperative particle swarm optimization (TCPSO) can also be preferably adopted. The algorithm equally divides a particle swarm into two subgroups, a main group and an auxiliary group. And totally performing even iteration, updating particle optimization in the odd auxiliary groups according to a speed and position updating formula of the standard particle swarm, and finding the optimal solution in the even main groups through the information provided by the auxiliary groups.
The target function of the electric private car dispatching model is as follows:
Figure BDA0002563419410000071
Figure BDA0002563419410000072
Figure BDA0002563419410000073
Figure BDA0002563419410000074
Figure BDA0002563419410000081
wherein R is1Is a first objective function, R, of the network side2As a second grid-side objective function, R3As a user-side objective function, PLjFor power grid j period power, Pi,jThe power of the ith electric automobile in the period j is positive, charging is carried out, and discharging is carried out to negative'AveThe daily average load L 'of the power grid after the electric automobile participates in dispatching'maxFor the maximum load of the power grid after dispatching, n is the number of the electric vehicles, R1Is a first objective function on the grid side, Cf,jFor charging and discharging electricity price of electric vehicle in period j, Ci,θFor the loss cost of the theta-th discharge of the ith electric vehicle in a day, psi (i) is that the ith vehicle is inTotal number of discharges in a day, α1Is the weight coefficient, alpha, of the first objective function on the grid side2As a weight coefficient of a second objective function on the grid side, alpha3Is the weight coefficient of the user-side objective function, and alpha1+α2+α3＝1，
Figure BDA0002563419410000082
Is the mean square error of the load before the cell day,
Figure BDA0002563419410000083
the charging cost when the electric automobile does not participate in dispatching is reduced.
In this embodiment, the weight coefficient α of the first objective function on the power grid side1And the weight coefficient alpha of the second objective function at the power grid side2And the weight coefficient alpha of the user side objective function3The value of (2), (0.4).
The first objective function on the power grid side is the physical quantity with the highest daily load rate, the daily load rate refers to the ratio of daily average load to maximum load, the higher the load rate is, the higher the utilization degree of system electrical equipment is, and the better the power grid economy is. The second objective function at the power grid side is that the power grid load mean square error is minimum, the load mean square error can be used for representing the fluctuation condition of the power grid load, and the smaller the mean square error is, the more stable the load curve is. And (4) comprehensively measuring the charging cost and the discharging benefit of the owner of the electric automobile by combining a charging and discharging electricity price system, and taking the lowest charging cost of the owner as a user side objective function.
The constraint conditions of the electric private car dispatching model comprise charge and discharge power constraint, battery available capacity constraint, next-day trip demand constraint of the electric car and charge and discharge conservation constraint, and the expression of the charge and discharge power constraint is as follows:
PL＜Pi,j＜PH
wherein, PHIs the maximum charging power of the electric automobile, and is a positive value, PLThe maximum discharge power of the electric automobile is a negative value;
the expression for the battery available capacity constraint is:
Socmin＜Soci,j＜Socmax
wherein, Soci,jBattery state of charge, Soc, for the ith electric vehicle during the jth time periodminAnd SocmaxIn the embodiment, in order to ensure the driving requirement of the vehicle owner, the Soc takes into consideration the safety of battery charging and discharging and the large battery loss during deep dischargingminValue of 0.3, SocmaxThe value is 1;
the expression of the travel requirement constraint of the electric automobile the next day is as follows:
Figure BDA0002563419410000091
wherein S isiIs the daily mileage of the electric vehicle i, W100The power consumption of the electric automobile is hundreds of kilometers,
Figure BDA0002563419410000092
for the charge and discharge efficiency, in this example, the charge and discharge efficiency
Figure BDA0002563419410000093
The value is 0.9;
the expression of the charge-discharge conservation constraint is as follows:
Figure BDA0002563419410000094
wherein Q ischiThe standard capacity of the battery.
In this embodiment, a simulation is performed by taking an example that an electric private car in a certain residential community participates in charge and discharge scheduling, the community scale is 400 households, and the household electrical system comprises four types of typical electricity utilization characteristic household users: type a vacant house user (10%), type B senior home user (25%), type C senior family user (30%), type D senior + senior family user (35%). Considering that objects participating in scheduling are mainly office workers and the permeability of the current electric private car is low, 100 electric private cars are selected to participate in scheduling.
According to the traditional travel habits of the vehicle owners, the time interval of the electric private vehicle for scheduling is set to be 17: 00-7:00 of the next day, the charge and discharge power of the electric vehicle is zero in the rest time, and the daily driving mileage of the single electric vehicle is extracted by the Monte Carlo method. The standard capacity of the battery parameter setting of the electric automobile is 24 kW.h.
As shown in fig. 4, the load curve of the power grid under the disordered charge and discharge condition is shown, the disordered charge condition increases the peak-valley difference and the mean square error of the power grid, reduces the load rate, and affects the safe, economic and stable operation of the power grid.
Fig. 5 is the utility model discloses electric wire netting load curve under unordered charge-discharge under the dispatch of system, the scheduling period is from 17:00 ~ the next day 7:00 promptly, with the highest, minimum and the minimum target of user cost of average square error rate of daily load, carry out many times charge-discharge, the utility model discloses make original electric wire netting peak value 540kW reduce to 492kW, electric wire netting load minimum 265kW risees to 315kW, can effectively stabilize electric wire netting load fluctuation, reduces peak valley difference and average square error, improves the load factor, has realized the peak clipping of electric wire netting and has filled the valley.
Fig. 6 is a power grid load curve under the existing ordered charging and discharging scheduling strategy, the scheduling strategy is 17:00-24:00 discharging, 00:00-7:00 charging, the rest of the time does not participate in the scheduling, charging and discharging are only performed once every day until the charging and discharging are fully performed, the discharging is performed until the lower limit SOC of the battery capacity is 30%, the lowest point load of the strategy is only 221kW, meanwhile, the electric vehicle collective charging in the morning changes the original load low valley into the load high peak, which reaches 515kW, the power grid load rate is increased by 5.4%, the mean square error is reduced by 5.2%, but the peak-valley difference is increased by 6.9%, the capacity is weak in the aspects of increasing the power grid load rate and reducing the mean square error, and the advantages are insufficient. And a large amount of electric vehicles are discharged to generate new load valleys at the late peak time, the original load valley section is changed into a new load peak section at the early morning time, and the peak valley difference is not decreased or increased.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope of the present invention, and these modifications or replacements should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (6)

1. The orderly charging control system for the electric private car is characterized by comprising an electric network (1), an electric car (5), an upper computer (3), a plurality of charging piles (2) and a plurality of charging guns (4) which correspond to one another, wherein the charging piles (2) are arranged and are respectively connected with the upper computer (3) and comprise a relay (24) connected with the charging guns (4), a single chip microcomputer (21), a discharging interface (22) and a charging interface (23) which are respectively connected with the relay (24), the discharging interface (22) and the charging interface (23) are respectively connected into the electric network (1), the single chip microcomputer (21) is connected with the upper computer (3), the electric car (5) comprises a storage battery (53), an acquisition module (52) and a control module (51) which are connected with one another, and the charging guns (4) are connected with the control module (51) when the electric car (5) is charged/discharged, the acquisition module (52) comprises a current acquisition unit, a voltage acquisition unit and a temperature sensor, wherein the current acquisition unit comprises a Hall sensor, and the voltage acquisition unit comprises a photoelectric coupler and an operational amplifier.
2. The orderly charging control system of the electric private car as claimed in claim 1, wherein the charging pile (2) further comprises a human-computer interaction panel (25), and the human-computer interaction panel (25) is connected with the single chip microcomputer (21).
3. The electric private car orderly charging control system of claim 2, wherein the hall sensor is of the type ACS 712.
4. The electric private car orderly charging control system according to claim 1, wherein a chip model of the operational amplifier is LMV 321.
5. The electric private car orderly charging control system according to claim 2, wherein the discharging interface (22) comprises a three-phase automatic protector and an inverter module which are connected with each other.
6. The electric private car orderly charging control system according to claim 2, wherein the charging interface (23) comprises a three-phase automatic protector and a direct current module which are connected with each other.
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