WO2020181657A1 - 电动汽车交流充电检测装置及相应交流充电机检测方法 - Google Patents

电动汽车交流充电检测装置及相应交流充电机检测方法 Download PDF

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Publication number
WO2020181657A1
WO2020181657A1 PCT/CN2019/087476 CN2019087476W WO2020181657A1 WO 2020181657 A1 WO2020181657 A1 WO 2020181657A1 CN 2019087476 W CN2019087476 W CN 2019087476W WO 2020181657 A1 WO2020181657 A1 WO 2020181657A1
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WIPO (PCT)
Prior art keywords
charging
electric vehicle
charger
interface
simulation unit
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PCT/CN2019/087476
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English (en)
French (fr)
Inventor
朱晓鹏
周文闻
宋志方
Original Assignee
北京博电新力电气股份有限公司
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Publication of WO2020181657A1 publication Critical patent/WO2020181657A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • This application relates to the technical field of electric vehicle charging detection devices, and in particular to an electric vehicle AC charging detection device and a corresponding AC charger detection method.
  • Electric vehicle chargers including charging piles and other specific forms
  • their quality directly affects the use of electric vehicles. Therefore, the testing of electric vehicle chargers must be carefully implemented. Especially for convenient and reliable on-site testing of electric vehicle chargers.
  • one on-site inspection method is to use a container-type inspection device for on-site inspection.
  • This type of container detection device integrates a DC load, various detection units, etc. into a huge box, which is too bulky and wiring is too complicated, which is very unsuitable for on-site detection of chargers.
  • Another detection device in the prior art is equipped with a corresponding load to realize on-site detection of charging facilities.
  • the load uses resistance as the load, and consumes the electric energy in the form of heat during the test, which is a great waste of energy; or uses a repayable electronic load as the test load in the test system, which interferes with the power grid, etc. Many hidden dangers.
  • there are disadvantages such as large load volume, inconvenient installation and transportation.
  • the embodiment of the present application provides an electric vehicle AC charging detection device and a corresponding AC charger detection method to overcome or at least alleviate at least one of the above-mentioned defects in the prior art.
  • the electric vehicle AC charging detection device includes: a control unit, a pile end interface simulation unit, a vehicle end interface simulation unit, a first data acquisition unit, and a second A data acquisition unit, a first charging interface and a second charging interface;
  • the first charging interface is suitable for connecting with an AC charger, and the AC charger may be an AC charging pile or other appropriate AC charging device;
  • the second charging interface is suitable for connecting with an electric vehicle
  • the first charging interface and the second charging interface are directly connected through a first internal cable for charging power transmission, especially single-phase or three-phase AC charging power transmission;
  • the pile terminal interface simulation unit is electrically connected to the first charging interface through a second internal cable, the vehicle terminal interface simulation unit is electrically connected to the second charging interface through a third internal cable, and the pile The terminal interface simulation unit and the vehicle terminal interface simulation unit are controlled by the control unit;
  • the first data collection unit collects the electrical signal of the second internal cable or the third internal cable, and transmits the collected electrical signal to the control unit;
  • the second data collection unit collects the electrical signal of the first internal cable, and transmits the collected electrical signal to the control unit.
  • the pile end interface simulation unit and the vehicle end interface simulation unit have the following three working states under the control of the control unit:
  • the pile-end interface simulation unit simulates the function of the electric vehicle; it is understandable that the pile-end interface simulation unit is simulated by a set program under the control of the control unit It is an electric vehicle end function to detect whether the function of the AC charger meets the requirements in various electric vehicle end situations;
  • the vehicle-side interface simulation unit simulates the AC charger-side function
  • the pile end interface simulation unit and the vehicle end interface simulation unit directly connect the first charging interface and the second charging interface signal.
  • the direct connection channel is a selective direct connection channel, and the direct connection is realized under the control of the control unit under appropriate working conditions or working conditions.
  • the power supply unit of the electric vehicle AC charging detection device includes: a battery module, a battery charging module, a switch array, a first AC to DC module and a second AC to DC module,
  • the battery module is connected to the switch array through a battery charging module
  • the first AC-to-DC module is used to connect the city power to the switch array
  • the second AC-to-DC module is used to
  • the auxiliary power source is connected to the switch array, and the switch array adopts a priority strategy.
  • only one power source is connected to the battery charging module to charge the battery module.
  • the first charging interface is in the form of a charging gun holder, suitable for mating with the charging gun head of an AC charger;
  • the second charging interface is in the form of a charging gun head, suitable for The charging gun holder of electric vehicles is matched.
  • the electrical signals collected by the first data collection unit include: a charging control signal and a connection detection signal; the charging control signal and the connection detection signal are the voltages of CP and CC relative to PE, that is, conventional AC Protocol line during charging.
  • the electrical signal collected by the second data collection unit includes: AC charging phase voltage and phase current of the first charging interface and the second charging interface.
  • the AC charging phase voltage and phase current of the first charging interface and the second charging interface are the phase voltages of L1, L2, and L3 relative to the N terminal and the phase currents of L1, L2, and L3.
  • the electric vehicle AC charging detection device is a handheld electric vehicle AC charging detection device, and the electric vehicle AC charging detection device has a wired network port and/or a wireless communication interface.
  • the embodiment of the present application also provides a detection method for an AC charger of an electric vehicle.
  • the method uses the above-mentioned AC charging detection device for an electric vehicle for detection, connects the first charging interface with the AC charger, and connects the second The charging port is connected to the electric vehicle.
  • control unit enables the pile-end interface simulation unit and the vehicle-end interface simulation unit to detect the working state of the charger, and the control unit is based on the collected electrical signals and communicates with the AC charger The communication situation of the AC charger is obtained.
  • the control unit communicates with the AC charger through the pile end interface simulation unit and the vehicle end interface simulation unit.
  • control unit enables the pile-end interface simulation unit and the vehicle-end interface simulation unit to monitor the charging state, and the control unit is based on the collected electrical signals and based on the pile-end interface simulation
  • the communication between the AC charger and the electric vehicle monitored by the unit and the vehicle-end interface simulation unit can realize the on-site verification of the charging metering function of the AC charger, or realize the analysis and judgment of the charging failure.
  • the specific analysis and judgment algorithm can be set as required.
  • the electric vehicle AC charging detection device provided by the embodiment of the present application is suitable for directly connecting an AC charger and an electric vehicle, and the electric vehicle can be directly used as a load for charging detection, thereby avoiding energy waste and avoiding a programmable DC load for detection The demand for this greatly reduces the input cost requirements for the entire detection system.
  • FIG. 1 is a structural block diagram of an electric vehicle AC charging detection device in an embodiment of the application
  • FIG. 2 is a structural block diagram of the power supply unit of the electric vehicle AC charging detection device in an embodiment of the application;
  • FIG. 3 is a schematic diagram of the use and connection mode of the AC charging detection device for electric vehicles in an embodiment of the application;
  • Fig. 4 is a structural block diagram of an electric vehicle AC charging detection device in an embodiment of the application.
  • the electric vehicle AC charging detection device in the embodiment of the present application includes a control unit 1, a pile end interface simulation unit 2, a vehicle end interface simulation unit 3, a first data collection unit 4, and a second data collection unit 5.
  • the electric vehicle AC charging detection device in the embodiment of the present application is suitable for directly connecting an AC charger and an electric vehicle, and the electric vehicle can be directly used as a load for charging detection, thereby avoiding energy waste and avoiding a programmable DC load for detection The demand for this greatly reduces the input cost requirements for the entire detection system.
  • the control unit 1 is the control center of the entire device, and other units are controlled by the control unit 1.
  • the control unit 1 may adopt any appropriate form, structure, and circuit, as long as it can perform the necessary control functions.
  • the first charging interface 7 is suitable for connecting with an AC charger 200, which here refers to a direct connection.
  • the AC charger may be an AC charging pile or other appropriate AC charging device.
  • the second charging interface 8 is suitable for connecting with the electric vehicle 300, which here refers to a direct connection.
  • the first charging interface 7 and the second charging interface 8 may adopt any suitable form or structure.
  • the first charging interface 7 and the second charging interface 8 are directly connected through a first internal cable 403 for charging power transmission, especially single-phase or three-phase AC charging power transmission.
  • the pile-end interface simulation unit 2 is electrically connected to the first charging interface 7 through a second internal cable 404.
  • the vehicle terminal interface simulation unit 3 is electrically connected to the second charging interface 8 through a third internal cable 405.
  • the pile end interface simulation unit 2 and the vehicle end interface simulation unit 3 are controlled by the control unit 1.
  • the first data collection unit 4 collects the electrical signal of the second internal cable 404 or the third internal cable 405 and transmits the collected electrical signal to the control unit 1. As shown in the figure, the first data collection unit 4 collects the electrical signal of the third internal cable 405. It is understandable that the first data collection unit 4 may be configured to collect electrical signals on the second internal cable 404 or the third internal cable 405 under the control of the control unit 1 as required.
  • the electrical signal collected by the first data collection unit 4 includes: a charging control signal and a connection detection signal.
  • the charging control signal and the connection detection signal are the voltages of CP and CC relative to PE (earth), which are the signals on the protocol line in conventional AC charging.
  • control unit 1 controls the first data collection unit 4 to realize high-speed collection of the voltage of the CP and CC signals.
  • the first data acquisition unit 4 uses a high-speed digital-to-analog converter to collect the voltages of the CP signal and the CC signal at a high speed to provide key data for the AC charging pile, the AC charging function of electric vehicles, and the AC charging metering function of electric vehicles.
  • the second data collection unit 5 collects the electrical signal of the first internal cable 403 and transmits the collected electrical signal to the control unit 1.
  • the first internal cable 403 includes 4 power transmission lines L1, L2, L3, and N (three-phase AC charging). It can also include only two transmission lines (single-phase AC charging).
  • the electrical signal collected by the second data collection unit 5 includes: the AC charging phase voltage and phase current of the first charging interface 7 and the second charging interface 8.
  • the AC charging phase voltages and phase currents of the first charging interface 7 and the second charging interface 8 are the phase voltages of L1, L2, and L3 relative to the N terminal and the phase currents of L1, L2, and L3.
  • control unit 1 controls the second data acquisition unit 5 to achieve high-precision acquisition of the phase voltages on the L1, L2, L3, and N terminals and the phase currents on the L1, L2, and L3.
  • the phase voltage and phase current of three phases can be collected; it can also be set to collect only the phase voltage and phase current of a certain phase actually used.
  • the second data acquisition unit 5 specifically adopts a high-precision digital-to-analog converter to collect the three-phase voltage and three-phase current of L1, L2, and L3 with high precision, for AC charging piles, electric vehicle AC charging functions and electric vehicle AC charging
  • the metering function provides key data.
  • phase voltages of L1, L2, L3 and N terminals and the phase currents of L1, L2, L3 can be changed according to the instructions of the control unit 1, and the detection will be performed at the same time to see if the detection result is the same as the setting. Functional testing.
  • the various parts of the AC charging detection device for electric vehicles in the embodiments of the present application can be integrated into an integrated small device. More specifically, the entire electric vehicle AC charging detection device of the present application is a handheld device.
  • the electric vehicle AC charging detection device in the embodiment of the present application is suitable for directly connecting an AC charger and an electric vehicle, and the electric vehicle can be directly used as a load for charging detection, thereby avoiding energy waste and avoiding a programmable DC load for detection The demand for this greatly reduces the input cost requirements for the entire detection system.
  • the electric vehicle AC charging detection device in the embodiment of the present application can be configured to adapt to various different forms or specifications of AC chargers and various different forms or specifications of electric vehicles.
  • the AC charger can be a fixed AC charging pile.
  • an AC-to-DC converter is provided inside an electric vehicle, which can convert the electrical energy from the AC charger into AC power to charge the vehicle power battery module.
  • the pile end interface simulation unit 2 and the vehicle end interface simulation unit 3 have the following three working states: detecting the working state of the charger, detecting the working state of the charging function, and monitoring the charging working state.
  • Detecting the working status of the charger is used to detect whether the charger can work normally. Detecting the working status of the charging function is used to detect whether the charging function of the electric vehicle is normal. Monitoring the charging status is used to detect the charging process.
  • the pile terminal interface simulation unit 2 simulates the function of the electric vehicle terminal. It is understandable that under the control of the control unit 1, the pile-end interface simulation unit 2 simulates as an electric vehicle end function with a set program to detect whether the function of the AC charger meets the requirements under various electric vehicle end situations .
  • the vehicle end interface simulation unit 3 simulates the AC charger end function.
  • the pile-end interface simulation unit 2 and the vehicle-end interface simulation unit 3 directly connect the first charging interface 7 and the second charging interface 8 in signal.
  • the direct connection channel is a selective direct connection channel, and the direct connection is realized under the control of the control unit under appropriate working conditions or working conditions.
  • the pile end interface simulation unit 2 and the vehicle end interface simulation unit 3 can simulate various states of the charging interface during the AC charging detection and monitoring process of the electric vehicle.
  • the AC charger and the electric vehicle do not directly communicate, but through the electric vehicle AC charging detection device in this application, the AC charger and the electric vehicle Cars are able to work as expected, so that they can be tested in a set program.
  • the pile-end interface simulation unit 2 and the vehicle-end interface simulation unit 3 are used when detecting AC charging piles to simulate the AC charging circuit of electric vehicles to realize the detection of AC charging piles.
  • the pile-end interface simulation unit 2 is used when detecting the AC charging function of electric vehicles to simulate the AC charging pile to realize the detection of the AC charging function of electric vehicles.
  • the vehicle end interface simulation unit 3 and the pile end interface simulation unit 2 can also be directly connected to realize the direct connection between the vehicle end and the pile end. When it is directly connected, it is working in monitoring state and listening state.
  • the pile-end interface simulation unit 2 simulates the control system of the electric vehicle or the charging control unit on the electric vehicle (hereinafter collectively referred to as the on-board charging control device), and directly interacts with it
  • the AC charger 200 performs communication.
  • the pile-end interface simulation unit 2 sends the signal from the charger to the vehicle-end interface simulation unit 3, and then sends it to the on-board charging control device of the electric vehicle; or changes the signal from the charger and sends it again
  • the vehicle-end interface simulation unit 3 is further sent to the on-board charging control device of the electric vehicle; or, part of the signal is not sent to the vehicle-end interface simulation unit 3 and the on-board charging control device of the electric vehicle.
  • SOC actual battery state
  • Detecting the working status of the charging function When detecting the AC charging function of the electric vehicle 300, the vehicle terminal interface simulation unit 3 simulates the AC charger terminal function. Detecting the working status of the charging function is used to detect whether the charging function of the electric vehicle is normal.
  • the vehicle terminal interface simulation unit 3 simulates the AC charger 200, and directly communicates with the vehicle charging control device of the electric vehicle. Then, as needed, the vehicle-side interface simulation unit 3 sends the signal from the on-board charging control device of the electric vehicle to the pile-side interface simulation unit 2 and further to the charger; or the signal from the on-board charging control device of the electric vehicle After the change is made, send it to the pile-end interface simulation unit 2 and the charger; or, not send part of the signal to the pile-end interface simulation unit 2 and the charger.
  • control unit 1 has a set program for detecting the charging function of the electric vehicle, so that, according to the set program, the vehicle-side interface simulation unit 3 simulates the charger to send various information to the on-board charging control device of the electric vehicle.
  • the pile-end interface simulation unit 2 and the vehicle-end interface simulation unit 3 directly connect the first charging interface 7 and the second charging interface 8 with signals. In this case, the pile-end interface simulation unit 2 and the vehicle-end interface simulation unit 3 only monitor the communication messages between the first charging port 7 and the second charging port 8, but do not charge the first charging port 7 and the second charging port. The signal between interface 8 is changed.
  • the AC charging pile end interface simulation unit and the AC charging vehicle end interface simulation unit inside the electric vehicle AC charging detection device in the embodiment of the present application can work independently under the control of the control unit, which can meet the needs of adjusting the load power during the on-site detection process . It is possible to use electric vehicles as loads.
  • the digital signal acquisition function inside the control unit 1 is realized by, for example, an internal digital signal acquisition unit or an I/O port.
  • the digital signal collection function inside the control unit 1 is mainly to communicate with the pile-end interface analog unit 2 and the vehicle-end interface analog unit 3 to obtain digital signals.
  • the control unit 1 can also obtain signals through other auxiliary data acquisition units.
  • the electric vehicle AC charging detection device of the present application includes a power supply unit 6.
  • the power supply unit 6 of the electric vehicle AC charging detection device includes: a battery module 61, a battery charging module 62, a switch array 63, a first AC-to-DC module 64 and a second AC-to-DC module 65.
  • the power supply unit 6 has a battery module 61, that is, the electric vehicle AC charging detection device of the present application can be powered by a battery, so that the entire device can still work even if it cannot be powered from the outside.
  • the battery module 61 is a large-capacity battery. That is to say, the electric vehicle AC charging detection device of the present application is equipped with a large-capacity battery and has the ability to obtain an auxiliary power supply in the AC charging interface, so that the device of the present application can work for a long time without external power supply during the test.
  • the electric vehicle AC charging detection device of the present application can use the AC power in the charging gun (that is, the power from the AC charger under test) to charge the battery module 61, and can also use The mains power charges the battery module 61; at the same time, it supplies power to the entire device.
  • the battery module 61 is connected to the switch array 63 through the battery charging module 62.
  • the first AC-to-DC module 64 is used to connect the mains power to the switch array 63
  • the second AC-to-DC module 65 is used to charge
  • the auxiliary power supply inside the machine 200 is connected to the switch array 63, and the switch array 63 adopts a priority strategy. At the same time, only one power source is connected to the battery charging module 62 to charge the battery module 61.
  • the electric energy required by the AC charging detection device for electric vehicles of the present application is provided by the battery module 61 in the power supply unit 6 thereof.
  • the entire detection device can work normally.
  • the battery module 61 is charged by the mains power and the AC charger under test, and the required power is provided for the entire device.
  • the commercial power is connected to the switch array 63 through the first AC to DC module (first AC/DC converter) 64.
  • the auxiliary power supply inside the AC charger 200 passes through the second AC to DC module (second AC/DC converter) 65 and is also connected to the switch array 63.
  • These two power sources are selected by priority strategies in the switch array 63, and only one is connected to the battery charging module 62 at the same time to charge the internal battery module 61.
  • This flexible way of obtaining power allows the detection to be carried out for a long time without the need to provide external power supply.
  • the first charging interface 7 is in the form of a charging gun holder, which is suitable for matching with the charging gun head of the AC charger 200.
  • the second charging interface 8 is in the form of a charging gun head, which is suitable for matching with the charging gun base of the electric vehicle 300.
  • the charging gun holder and the charging gun head are directly connected, and the external load is connected by the charging gun head and the charging gun holder, so that no external connection is required.
  • electric vehicles as the load of the detection system, while enabling the detection to proceed, the energy consumed is used as the power source of the electric vehicles to transport equipment and to other test sites. In other words, charging electric vehicles while performing inspections makes the inspection system more energy-efficient.
  • the electric vehicle AC charging detection device can be set as a handheld electric vehicle AC charging detection device.
  • the detection device of the present application integrates the required functions into the instrument, and has no other modules except the load.
  • Each functional module is integrated into the system in the form of a board card, and the connection method of the charging gun base and the charging gun head is used to make the detection connection method more flexible.
  • the volume is extremely compact.
  • the electric vehicle AC charging detection device is highly integrated, so that it has a strong performance and a small and 17.
  • the net weight of the detection device in the embodiment of this application is only 1.5KG. Makes handheld electric vehicle charging equipment possible.
  • the interface uses a charging gun base and a gun head, making the equipment more suitable for on-site testing needs.
  • the electric vehicle AC charging detection device in the embodiment of the present application can use a real electric vehicle for detection, so as to be consistent with the actual application environment, and is the most direct and scientific detection solution.
  • the detection device in the embodiment of this application is located between the charging pile (AC charging facility for electric vehicles) and the electric vehicle. It can accurately collect all signals during the charging process, and can monitor all the data during the charging process, so that the charging process monitoring becomes may. And through the analysis of these data, the analysis and judgment of charging faults can be realized.
  • the electric vehicle AC charging detection device has a network port and/or a wireless communication interface. Thereby, it is possible to interact with other external devices, send the detected conditions to other external devices, and receive control commands from other external devices.
  • the electric vehicle AC charging detection device can be set as a handheld electric vehicle AC charging detection device, and the electric vehicle AC charging detection device has a wired network port and/or a wireless communication interface. Thereby improving portability.
  • the application also provides a detection method for an AC charger of an electric vehicle.
  • the electric vehicle AC charger detection method uses the above-mentioned electric vehicle AC charging detection device for detection, connecting the first charging interface 7 to the AC charger 200 and connecting the second charging interface 8 to the electric vehicle 300.
  • control unit 1 makes the pile end interface simulation unit 2 and the vehicle end interface simulation unit 3 in the working state of the detection charger. Based on the collected electrical signals and the communication with the AC charger 200, the control unit 1 obtains the The test result of the charger 200. The control unit 1 communicates with the AC charger 200 through the pile end interface simulation unit 2 and the vehicle end interface simulation unit 3.
  • the control unit 1 makes the pile-end interface simulation unit 2 and the vehicle-side interface simulation unit 3 monitor the charging working state, and the control unit 1 is based on the collected electrical signals and based on the pile-end interface simulation unit 2 and
  • the communication between the AC charger 200 and the electric vehicle monitored by the vehicle-end interface simulation unit 3 can realize the on-site verification of the charging metering function of the AC charger, or realize the analysis and judgment of the charging failure.
  • the specific analysis and judgment algorithm can be set as required.
  • the electric vehicle AC charging device of the present application can be used in conjunction with electric vehicles.
  • the electric vehicle is used as a load for on-site verification of the electric vehicle AC charging metering function, eliminating the bulk of the resistive load, inconvenient operation and many other shortcomings.
  • the electric vehicle AC charging device of the present application can also be matched with a load (DC load or electric vehicle) to realize on-site verification of the charging metering function of on-site charging facilities (electric vehicle AC charger).
  • a load DC load or electric vehicle

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  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
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Abstract

一种电动汽车交流充电检测装置及电动汽车交流充电机检测方法。所述电动汽车交流充电检测装置包括相互连接的控制单元(1)、桩端接口模拟单元(2)、车端接口模拟单元(3)、第一数据采集单元(4)、第二数据采集单元(5)、第一充电接口(7)和第二充电接口(8)，所述第一充电接口(7)适于与交流充电机(200)连接；所述第二充电接口(8)适于与电动汽车(300)连接。上述电动汽车交流充电检测装置适于直接连接交流充电桩和电动汽车，能够直接以电动汽车作为充电检测的负载，从而避免了能源浪费和对检测用可编程直流负载的需求，降低了对整个检测系统投入成本的要求。

Description

电动汽车交流充电检测装置及相应交流充电机检测方法
相关申请的交叉引用
本申请要求在2019年03月08日提交中国专利局、申请号为201910175577.9、申请名称为“电动汽车交流充电检测装置及相应交流充电机检测方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及电动汽车充电检测装置技术领域，特别是涉及一种电动汽车交流充电检测装置及相应交流充电机检测方法。
背景技术
随着技术发展，电动汽车日益普及，对电动汽车辅助设备需求日益剧增。电动汽车充电机(含充电桩等各种具体形式)作为电动汽车充电的关键设备，其品质直接影响电动汽车的使用。所以，必须认真执行对电动汽车充电机的检测。尤其是对电动汽车充电机进行便捷、可靠的现场检测。
在现有技术中，一种现场检测方式为采用集装箱式检测装置来进行现场检测。此种集装箱式检测装置将直流负载、各种检测单元等集成在一个庞大的箱体内，体积过于庞大，接线过于复杂，非常不适合充电机的现场检测。
现有技术的另一种检测装置配备相应的负载来实现对充电设施的现场检测。所述负载采用电阻作为负载，在测试的过程中将电能以热量的方式消耗掉，是对能源的极大浪费；或者采用可回馈的电子负载作为测试系统中的测试负载，又存在干扰电网等诸多的隐患。且同时存在负载体积大、安装与运输不便等缺点。
因此，希望有一种技术方案来克服或至少减轻现有技术的上述缺陷中的至少一个。
发明内容
本申请实施例提供了一种电动汽车交流充电检测装置及相应交流充电机检测方法，来克服或至少减轻现有技术的上述缺陷中的至少一个。
为实现上述目的，本申请提供一种电动汽车交流充电检测装置，所述电动汽车交流充电检测装置包括：控制单元、桩端接口模拟单元、车端接口模拟单元、第一数据采集单元、第二数据采集单元、第一充电接口和第二充电接口；
所述第一充电接口适于与交流充电机连接，交流充电机可以是交流充电桩或其他适当的交流充电装置；
所述第二充电接口适于与电动汽车连接；
所述第一充电接口和第二充电接口通过第一内部线缆直接连接，以进行充电电力传输，尤其是单相或三相交流充电电力传输；
所述桩端接口模拟单元通过第二内部线缆和所述第一充电接口电连接，所述车端接口模拟单元通过第三内部线缆与所述第二充电接口电连接，且所述桩端接口模拟单元和车端接口模拟单元由所述控制单元控制；
所述第一数据采集单元采集所述第二内部线缆或第三内部线缆的电气信号，并将采集的电气信号传送至所述控制单元；
所述第二数据采集单元采集第一内部线缆的电气信号，并将采集的电气信号传送至所述控制单元。
在一种可能的实施方式中，所述桩端接口模拟单元和车端接口模拟单元在所述控制单元控制下，具有下述三种工作状态：
检测充电机工作状态：当检测交流充电机时，所述桩端接口模拟单元模拟为电动汽车端功能；可以理解的是，桩端接口模拟单元在控制单元的控制下以设定的程序来模拟为电动汽车端功能，以检测在各种电动汽车端情况下，交流充电机的功能是否满足要求；
检测充电功能工作状态：当检测电动汽车的交流充电功能时，所述车端接口模拟单元模拟为交流充电机端功能；
监测充电工作状态：当监测电动汽车交流充电功能时，所述桩端接口模拟单元和车端接口模拟单元直接将第一充电接口和第二充电接口信号连通。参见图1，第一充电接口和第二充电接口之间具有直连通道。有利的是，该直连通道为选择性的直连通道，在控制单元的控制下，在适当的工况或工作状态下实现直连导通。
在一种可能的实施方式中，所述电动汽车交流充电检测装置的电源单元包括：电池模组、电池充电模块、开关阵列、第一交流转直流模块和第二交流转直流模块，
其中，所述电池模组通过电池充电模块与开关阵列连接，所述第一交流转直流模块用于将市电接入开关阵列，所述第二交流转直流模块用于将来自交流充电机内部的辅助电源接入开关阵列，所述开关阵列采用优先级策略，在同一时刻仅有一种电源接入所述电池充电模块，为所述电池模组充电。
在一种可能的实施方式中，所述第一充电接口的形式为充电枪座，适于与交流充电机的充电枪头配合；所述第二充电接口的形式为充电枪头，适于与电动汽车的充电枪座配合。
在一种可能的实施方式中，所述第一数据采集单元采集的电气信号包括：充电控制信号和连接检测信号；充电控制信号和连接检测信号即CP和CC相对于PE的电压，即常规交流充电中的协议线。
所述第二数据采集单元采集的电气信号包括：第一充电接口与第二充电接口的交流充电相电压和相电流。
第一充电接口与第二充电接口的交流充电相电压和相电流即L1、L2、L3相对于N端的相电压和L1、L2、L3上的相电流。
在一种可能的实施方式中，所述电动汽车交流充电检测装置为手持式的电动汽车交流充电检测装置，并且所述电动汽车交流充电检测装置带有有线网口和/或无线通讯接口。
本申请实施例还提供一种电动汽车交流充电机检测方法，所述方法使用如上所述电动汽车交流充电检测装置进行检测，将所述第一充电接口与交流 充电机连接；将所述第二充电接口与电动汽车连接。
在一种可能的实施方式中，所述控制单元使得所述桩端接口模拟单元和车端接口模拟单元处于检测充电机工作状态，所述控制单元基于采集的电气信号以及与所述交流充电机的通讯情况，得出对所述交流充电机的检测结果。控制单元通过桩端接口模拟单元和车端接口模拟单元与所述交流充电机进行通讯。
在一种可能的实施方式中，所述控制单元使得所述桩端接口模拟单元和车端接口模拟单元处于监测充电工作状态，所述控制单元基于采集的电气信号以及基于所述桩端接口模拟单元和车端接口模拟单元监听到的所述交流充电机与所述电动汽车的通讯情况，实现对交流充电机充电计量功能的现场检定，以及或者实现对充电故障的分析和判断。具体的分析和判断算法可以根据需要设置。
本申请实施例提供的电动汽车交流充电检测装置适于直接连接交流充电机和电动汽车，能够直接以电动汽车作为充电检测的负载，从而避免了能源浪费，且避免了对检测用可编程直流负载的需求，大大降低了对整个检测系统的投入成本要求。
附图说明
图1为本申请实施中例的电动汽车交流充电检测装置的结构框图；
图2为本申请实施例中的电动汽车交流充电检测装置的电源单元的结构框图；
图3为本申请实施例中的电动汽车交流充电检测装置的使用连接方式的示意图；
图4为本申请实施例中的电动汽车交流充电检测装置的结构框图。
附图标记：
1-控制单元；2-桩端接口模拟单元；3-车端接口模拟单元；4-第一数据采集单元；5-第二数据采集单元；6-电源单元；7-第一充电接口；8-第二充电接 口；61-电池模组；62-电池充电模块；63-开关阵列；64-第一AC/DC转换器；65-第二AC/DC转换器；100-交流充电检测装置；200-交流充电机；300-电动汽车；401-第一连接线缆；402-第二连接线缆；403-第一内部线缆；404-第二内部线缆；405-第三内部线缆。
具体实施方式
在附图中，使用相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面结合附图对本申请的实施例进行详细说明。
参见图1-图4，本申请实施例中的电动汽车交流充电检测装置包括控制单元1、桩端接口模拟单元2、车端接口模拟单元3、第一数据采集单元4、第二数据采集单元5、电源单元6、第一充电接口7和第二充电接口8。
本申请实施例中的电动汽车交流充电检测装置适于直接连接交流充电机和电动汽车，能够直接以电动汽车作为充电检测的负载，从而避免了能源浪费，且避免了对检测用可编程直流负载的需求，大大降低了对整个检测系统的投入成本要求。
控制单元1为整个装置的控制中心，其他单元都受控制单元1的控制。控制单元1可以采用任何适当的形式、构造与电路，只要能够完成必须的控制功能即可。
第一充电接口7适于与交流充电机200连接，此处是指直接连接。交流充电机可以是交流充电桩或其他适当的交流充电装置。
第二充电接口8适于与电动汽车300连接，此处是指直接连接。第一充电接口7和第二充电接口8可以采用任何适当的形式或结构。
第一充电接口7和第二充电接口8通过第一内部线缆403直接连接，以进行充电电力传输，尤其是单相或三相交流充电电力传输。
桩端接口模拟单元2通过第二内部线缆404和第一充电接口7电连接。车端接口模拟单元3通过第三内部线缆405与第二充电接口8电连接。桩端接口模拟单元2和车端接口模拟单元3由控制单元1控制。
第一数据采集单元4采集第二内部线缆404或第三内部线缆405的电气信号，并将采集的电气信号传送至控制单元1。图中所示为：第一数据采集单元4采集第三内部线缆405的电气信号。可以理解的是，第一数据采集单元4可以设置为在控制单元1的控制下，根据需要采集第二内部线缆404或第三内部线缆405上的电气信号。
在一个实施例中，第一数据采集单元4采集的电气信号包括：充电控制信号和连接检测信号。充电控制信号和连接检测信号即CP和CC相对于PE(大地)的电压，即常规交流充电中的协议线上的信号。
也就是说，控制单元1控制第一数据采集单元4实现对CP和CC信号的电压进行高速采集。第一数据采集单元4采用高速数模转换器，对CP信号和CC信号的电压进行高速采集，为交流充电桩、电动汽车交流充电功能和电动汽车交流充电计量功能提供关键数据。
第二数据采集单元5采集第一内部线缆403的电气信号，并将采集的电气信号传送至控制单元1。在一个实施例中，第一内部线缆403包括L1、L2、L3和N共4根输电线路(三相交流充电)。也可以仅仅包括两根输电线路(单相交流充电)。
在一个实施例中，第二数据采集单元5采集的电气信号包括：第一充电接口7与第二充电接口8的交流充电相电压和相电流。
第一充电接口7与第二充电接口8的交流充电相电压和相电流即L1、L2、L3相对于N端的相电压和L1、L2、L3上的相电流。
也就是说，控制单元1控制第二数据采集单元5实现对L1、L2、L3与N端的相电压和L1、L2、L3上的相电流进行高精度采集。根据需要，可以采集三相的相电压与相电流；还可以设置为仅仅采集实际使用的某一相的相电压与相电流。
第二数据采集单元5具体地采用高精度数模转换器，对L1、L2、L3的三相电压和三相电流进行高精度采集，为交流充电桩、电动汽车交流充电功能和电动汽车交流充电计量功能提供关键数据。
例如，L1、L2、L3与N端的相电压和L1、L2、L3上的相电流在检测时，可以根据控制单元1的指令而变化，同时进行检测，看检测结果与设置是否相同，以进行功能检测。
本申请实施例中的电动汽车交流充电检测装置的各部分能够集成为一个一体化的小型装置。更具体地，本申请的整个电动汽车交流充电检测装置为一个手持式装置。
本申请实施例中的电动汽车交流充电检测装置适于直接连接交流充电机和电动汽车，能够直接以电动汽车作为充电检测的负载，从而避免了能源浪费，且避免了对检测用可编程直流负载的需求，大大降低了对整个检测系统的投入成本要求。
本申请实施例中的电动汽车交流充电检测装置可以设置为适应于各种不同形式或规格的交流充电机和各种不同形式或规格的电动汽车。例如交流充电机的形式可以为固定的交流充电桩。再例如，在电动汽车内部带有交流转直流转换器，可以将来自交流充电机的电能转换为交流电对车载动力电池模组进行充电。
桩端接口模拟单元2和车端接口模拟单元3在控制单元1控制下，具有下述三种工作状态：检测充电机工作状态、检测充电功能工作状态、监测充电工作状态。
检测充电机工作状态用于检测充电机是不是能够正常工作。检测充电功能工作状态用于检测电动汽车的充电功能是否正常。监测充电工作状态用于检测充电过程。
更具体地，在检测充电机工作状态下，当检测交流充电机200时，桩端接口模拟单元2模拟为电动汽车端功能。可以理解的是，桩端接口模拟单元2在控制单元1的控制下以设定的程序来模拟为电动汽车端功能，以检测在各种电动汽车端情况下，交流充电机的功能是否满足要求。
在检测充电功能工作状态下，当检测电动汽车300的交流充电功能时，车端接口模拟单元3模拟为交流充电机端功能。
在监测充电工作状态下，当监测电动汽车交流充电功能时，桩端接口模拟单元2和车端接口模拟单元3直接将第一充电接口7和第二充电接口8信号连通。参见图1，第一充电接口7和第二充电接口8之间具有直连通道。有利的是，该直连通道为选择性的直连通道，在控制单元的控制下，在适当的工况或工作状态下实现直连导通。
桩端接口模拟单元2和车端接口模拟单元3能够模拟电动汽车交流充电检测、监测过程中充电接口的各种状态。为了将电动汽车的内部电池作为灵活的负载使用，本申请中，交流充电机和电动汽车非直接通讯，而是通过本申请中的电动汽车交流充电检测装置辗转了一次，使得交流充电机和电动汽车都能够按照预期的方式工作，以便以设定的程序进行检测。
也就是说，桩端接口模拟单元2和车端接口模拟单元3，在检测交流充电桩时使用，模拟电动汽车交流充电电路，实现对交流充电桩的检测。桩端接口模拟单元2，在检测电动汽车交流充电功能时使用，模拟交流充电桩，实现对电动汽车交流充电功能的检测。车端接口模拟单元3和桩端接口模拟单元2还可以直接连通，以实现车端与桩端的直接连接。当直接连通时，是工作在监测状态，旁听状态。
更具体地，在一个实施例中，在检测充电机工作状态下，桩端接口模拟单元2模拟电动汽车的控制系统或电动汽车上的充电控制单元(下文统称车载充电控制装置)，且直接与交流充电机200进行通讯。然后根据需要，桩端接口模拟单元2将来自充电机的信号再发给车端接口模拟单元3，进一步发送至电动汽车的车载充电控制装置；或者将来自充电机的信号进行变更后，再发给车端接口模拟单元3，进一步发送至电动汽车的车载充电控制装置；或者，将部分信号不发给车端接口模拟单元3和电动汽车的车载充电控制装置。在一个实施例中，控制单元1对于充电机检测具有设定的程序，从而，根据设定的程序，模拟电动汽车的车载充电控制装置向充电机发出各种信号。检测充电机对于所述各种信号(CP、CC信号，可以表示很多状态，例如，可以反馈SOC状态、充电连接状态等)的反应与处理是否正常。例如，不管电动汽 车的实际电池储电量状态(SOC)如何，控制单元1控制桩端接口模拟单元2在较短的时间内依次向充电机发出SOC＝10％、SOC＝20％、SOC＝30％、SOC＝40％、SOC＝50％、SOC＝60％、SOC＝70％、SOC＝80％、SOC＝90％、SOC＝95％、SOC＝100％的信号；同时检测充电机的输出电流、输出电压、通讯报文等是否符合标准要求。
检测充电功能工作状态：当检测电动汽车300的交流充电功能时，车端接口模拟单元3模拟为交流充电机端功能。检测充电功能工作状态用于检测电动汽车的充电功能是否正常。
在检测充电功能工作状态下，车端接口模拟单元3模拟交流充电机200，且直接与电动汽车的车载充电控制装置进行通讯。然后根据需要，车端接口模拟单元3将来自电动汽车的车载充电控制装置的信号再发给桩端接口模拟单元2，并进一步发给充电机；或者将来自电动汽车的车载充电控制装置的信号进行变更后，再发给桩端接口模拟单元2和充电机；或者，将部分信号不发给桩端接口模拟单元2和充电机。在一个实施例中，控制单元1对于电动汽车的充电功能检测具有设定的程序，从而，根据设定的程序，使得车端接口模拟单元3模拟充电机向电动汽车的车载充电控制装置发出各种信号。检测电动汽车的车载充电控制装置对于各种信号的反应与处理是否正常。例如，不管充电机是实际输出电流和电压如何，控制单元1控制桩端接口模拟单元2和车端接口模拟单元3在较短的时间内依次向电动汽车输出“电流＝10％额定电流”、“电流＝20％额定电流”、“电流＝30％额定电流”、“电流＝40％额定电流”、“电流＝50％额定电流”、“电流＝60％额定电流”、“电流＝70％额定电流”、“电流＝80％额定电流”、“电流＝90％额定电流”、“电流＝95％额定电流”、“电流＝100％额定电流”、“电流＝105％额定电流”的不同输出电流；同时检测电动汽车的车载充电控制装置发出的通讯信号，以及充电电流，等等，并由此判断电动汽车的充电功能是否正常。
监测充电工作状态：当监测电动汽车交流充电功能时，桩端接口模拟单元2和车端接口模拟单元3直接将第一充电接口7和第二充电接口8信号连 通。在此种情况下，桩端接口模拟单元2和车端接口模拟单元3仅仅监测第一充电接口7和第二充电接口8之间的通讯报文，但是不对第一充电接口7和第二充电接口8之间的信号进行改变。
本申请实施例中的电动汽车交流充电检测装置内部的交流充电桩端接口模拟单元和交流充电车端接口模拟单元可在控制单元的控制下独立工作，可满足现场检测过程中调整负载功率的需求。为使用电动汽车作为负载成为可能。
也就是说，为了将电动汽车的内部电池作为灵活的负载使用，在本申请中，交流充电机和电动汽车的控制导引部分并非直接连接，而是通过本申请中的电动汽车交流充电检测装置中转了一次，使得直流充电机和电动汽车都能够按照测试需要的方式工作。
通过第一数据采集单元4、第二数据采集单元和控制单元1内部的数字信号采集功能，对电动汽车充电状态进行监测，获取其特征，并通过关键时刻数据的特性，对检测结果得出结论。关键时刻例如是指检测判据时刻点。控制单元1内部的数字信号采集功能例如通过内部的数字信号采集单元或者I/O端口实现。在一个实施例中，控制单元1内部的数字信号采集功能主要是与桩端接口模拟单元2和车端接口模拟单元3通讯，而获取数字信号。控制单元1还可以通过其他辅助数据采集单元来获取信号。
本申请的电动汽车交流充电检测装置包括电源单元6。电动汽车交流充电检测装置的电源单元6包括：电池模组61、电池充电模块62、开关阵列63、第一交流转直流模块64和第二交流转直流模块65。电源单元6带有电池模组61，也就是说，本申请的电动汽车交流充电检测装置能够采用电池供电，从而即使无法从外部供电，整个装置依然能够工作。
有利的是，在本申请的实施例中，电池模组61为大容量电池。也就是说，本申请的电动汽车交流充电检测装置通过配备大容量电池和获取交流充电接口中辅助电源的能力，使得本申请的装置能够长时间工作，无需在测试的过程中外接其他电源。
此外，在电池模组61内部电能不足时，本申请的电动汽车交流充电检测装置可使用充电枪中的交流电能(即来自被测交流充电机的电能)为电池模组61充电，还可以使用市电为电池模组61充电；同时为整个装置的工作供电。
参见图2，电池模组61通过电池充电模块62与开关阵列63连接，第一交流转直流模块64用于将市电接入开关阵列63，第二交流转直流模块65用于将来自交流充电机200内部的辅助电源接入开关阵列63，开关阵列63采用优先级策略，在同一时刻仅有一种电源接入电池充电模块62，为电池模组61充电。
具体而言，本申请的电动汽车交流充电检测装置工作时所需的电能通过其电源单元6内的电池模组61提供。在电池模组61内部电量充足时，整个检测装置能够正常工作。在电池模组61内部电池模组电能不足时，通过市电、被测交流充电机为电池模组61充电，并为整个装置提供所需的电能。
市电通过第一交流转直流模块(第一AC/DC转换器)64，接入开关阵列63。在交流充电机200启动后，交流充电机200内部的辅助电源经过第二交流转直流模块(第二AC/DC转换器)65，同样也接入开关阵列63。此两种电能来源在开关阵列63中经过优先级策略的选择，在同一时刻仅有一种接入电池充电模块62，为内部的电池模组61充电。
这种灵活的电源获取方式，使得检测可以长时间进行，而无需提供外部供电。
为解决检测系统模块之间的接线繁多的问题，第一充电接口7的形式为充电枪座，适于与交流充电机200的充电枪头配合。第二充电接口8的形式为充电枪头，适于与电动汽车300的充电枪座配合。
采用充电枪座和充电枪头直连的方式，外接负载采用充电枪头与充电枪座连接的方式，使得无需外部连线。从而更加便于直接使用电动汽车作为外接负载。采用电动汽车作为检测系统的负载，在使得检测能够进行下去的同时，所耗的能量作为电动汽车的动力来源，用来运输设备和辗转到其他测试 场所。也就是说，在进行检测的同时，为电动汽车充电，检测系统更加节能。
如前所述，因为采用实际的电动汽车作为负载，从而，有利的是，电动汽车交流充电检测装置能够设置为手持式的电动汽车交流充电检测装置。本申请的检测装置将所需功能集成在仪器内部，除负载外，没有其他模块。将各个功能模块以板卡的形式，集成到系统内部，并以充电枪座和充电枪头为连接方式，使得检测的连接方式更加灵活。使得体积相对于常规检测系统，显得极其精巧。电动汽车交流充电检测装置高度集成化，使得在具备强大性能的同时，外形小巧，很是精妙。本申请实施例中的检测装置净重仅1.5KG。使手持式电动汽车充电设备成为可能。接口使用充电枪座和枪头，使得设备更适应于现场检测的需求。
本申请实施例中的电动汽车交流充电检测装置能够使用真实的电动汽车进行检测，从而与现实应用环境一致，是最直接，最科学的检测方案。
本申请实施例中的检测装置介于充电桩(电动汽车交流充电设施)与电动汽车之间，能够准确地采集充电过程中的所有信号，能够监测充电过程中的所有数据，使得充电过程监测成为可能。并可以通过对这些数据的分析，实现对充电故障的分析和判断。
为了便于与外部装置进行连接，电动汽车交流充电检测装置带有网口和/或无线通讯接口。从而，能够与其他外部装置进行交互，将检测的情况发送至其他外部装置，以及从其他外部装置接收控制指令等。
也就是说，电动汽车交流充电检测装置能够设置为手持式的电动汽车交流充电检测装置，并且电动汽车交流充电检测装置带有有线网口和/或无线通讯接口。从而提高便携性能。
本申请还提供一种电动汽车交流充电机检测方法。所述电动汽车交流充电机检测方法使用上述的电动汽车交流充电检测装置进行检测，将第一充电接口7与交流充电机200连接；将第二充电接口8与电动汽车300连接。
在检测中，控制单元1使得桩端接口模拟单元2和车端接口模拟单元3处于检测充电机工作状态，控制单元1基于采集的电气信号以及与交流充电 机200的通讯情况，得出对交流充电机200的检测结果。控制单元1通过桩端接口模拟单元2和车端接口模拟单元3与交流充电机200进行通讯。
在充电检测或充电计量功能检测中，控制单元1使得桩端接口模拟单元2和车端接口模拟单元3处于监测充电工作状态，控制单元1基于采集的电气信号以及基于桩端接口模拟单元2和车端接口模拟单元3监听到的交流充电机200与电动汽车的通讯情况，实现对交流充电机充电计量功能的现场检定，以及或者实现对充电故障的分析和判断。具体的分析和判断算法可以根据需要设置。
本申请的电动汽车交流充电装置可配合电动汽车使用，将电动汽车作为电动汽车交流充电充电计量功能现场检定的负载，免去电阻负载体积庞大，操作不便等诸多缺点。
本申请的电动汽车交流充电装置还可配合负载(直流负载或者电动汽车)，可实现对现场充电设施(电动汽车交流充电机)充电计量功能的现场检定。
最后需要指出的是：以上实施例仅用以说明本申请的技术方案，而非对其限制。本领域的普通技术人员应当理解：可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围。

Claims (9)

  1. 一种电动汽车交流充电检测装置，其特征在于，包括：控制单元(1)、桩端接口模拟单元(2)、车端接口模拟单元(3)、第一数据采集单元(4)、第二数据采集单元(5)、第一充电接口(7)和第二充电接口(8)；
    所述第一充电接口(7)适于与交流充电机(200)连接；
    所述第二充电接口(8)适于与电动汽车(300)连接；
    所述第一充电接口(7)和第二充电接口(8)通过第一内部线缆(403)直接连接，以进行充电电力传输；
    所述桩端接口模拟单元(2)通过第二内部线缆(404)和所述第一充电接口(7)电连接，所述车端接口模拟单元(3)通过第三内部线缆(405)与所述第二充电接口(8)电连接，且所述桩端接口模拟单元(2)和车端接口模拟单元(3)由所述控制单元(1)控制；
    所述第一数据采集单元(4)采集所述第二内部线缆(404)或第三内部线缆(405)的电气信号，并将采集的电气信号传送至所述控制单元(1)；
    所述第二数据采集单元(5)采集第一内部线缆(403)的电气信号，并将采集的电气信号传送至所述控制单元(1)。
  2. 如权利要求1所述的电动汽车交流充电检测装置，其特征在于，
    所述桩端接口模拟单元(2)和车端接口模拟单元(3)在所述控制单元(1)控制下，具有下述三种工作状态：
    检测充电机工作状态：当检测交流充电机(200)时，所述桩端接口模拟单元(2)模拟为电动汽车端功能；
    检测充电功能工作状态：当检测电动汽车(300)的交流充电功能时，所述车端接口模拟单元(3)模拟为交流充电机端功能；
    监测充电工作状态：当监测电动汽车交流充电功能时，所述桩端接口模拟单元(2)和车端接口模拟单元(3)直接将第一充电接口(7)和第二充电接口(8)信号连通。
  3. 如权利要求1所述的电动汽车交流充电检测装置，其特征在于，所述电动汽车交流充电检测装置的电源单元(6)包括：电池模组(61)、电池充电模块(62)、开关阵列(63)、第一交流转直流模块(64)和第二交流转直流模块(65)，
    其中，所述电池模组(61)通过电池充电模块(62)与开关阵列(63)连接，所述第一交流转直流模块(64)用于将市电接入开关阵列(63)，所述第二交流转直流模块(65)用于将来自交流充电机(200)内部的辅助电源接入开关阵列(63)，所述开关阵列(63)采用优先级策略，在同一时刻仅有一种电源接入所述电池充电模块(62)，为所述电池模组(61)充电。
  4. 如权利要求1所述的电动汽车交流充电检测装置，其特征在于，所述第一充电接口(7)的形式为充电枪座，适于与交流充电机(200)的充电枪头配合；所述第二充电接口(8)的形式为充电枪头，适于与电动汽车(300)的充电枪座配合。
  5. 如权利要求1所述的电动汽车交流充电检测装置，其特征在于，
    所述第一数据采集单元(4)采集的电气信号包括：充电控制信号和连接检测信号；
    所述第二数据采集单元(5)采集的电气信号包括：第一充电接口(7)与第二充电接口(8)的交流充电相电压和相电流，
    其中，充电控制信号和连接检测信号即CP和CC相对于PE(大地)的电压，即常规交流充电中的协议线。
  6. 如权利要求1-5中任一项所述的电动汽车交流充电检测装置，其特征在于，所述电动汽车交流充电检测装置为手持式的电动汽车交流充电检测装置，并且所述电动汽车交流充电检测装置带有有线网口和/或无线通讯接口。
  7. 一种电动汽车交流充电机检测方法，其特征在于，使用如权利要求1-6中任一项所述电动汽车交流充电检测装置进行检测，将所述第一充电接口(7)与交流充电机(200)连接；将所述第二充电接口(8)与电动汽车(300)连接。
  8. 如权利要求7所述的电动汽车交流充电机检测方法，其特征在于，所述控制单元(1)使得所述桩端接口模拟单元(2)和车端接口模拟单元(3)处于检测充电机工作状态，所述控制单元(1)基于采集的电气信号以及与所述交流充电机(200)的通讯情况，得出对所述交流充电机(200)的检测结果。
  9. 如权利要求7所述的电动汽车交流充电机检测方法，其特征在于，所述控制单元(1)使得所述桩端接口模拟单元(2)和车端接口模拟单元(3)处于监测充电工作状态，所述控制单元(1)基于采集的电气信号以及基于所述桩端接口模拟单元(2)和车端接口模拟单元(3)监听到的所述交流充电机(200)与所述电动汽车的通讯情况，实现对交流充电机充电计量功能的现场检定，以及或者实现对充电故障的分析和判断。
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