WO2024032748A1

WO2024032748A1 - Charging and discharging control system

Info

Publication number: WO2024032748A1
Application number: PCT/CN2023/112442
Authority: WO
Inventors: 王超
Original assignee: 长春捷翼汽车科技股份有限公司
Priority date: 2022-08-12
Filing date: 2023-08-11
Publication date: 2024-02-15
Also published as: CN115416506A

Abstract

The invention relates to the technical field of charging and discharging, and in particular to a charging and discharging control system, which comprises: a charging and discharging control end, which at least comprises a charging and discharging control module and a communication module; and a vehicle end, wherein a control module of the vehicle end is in bidirectional data and signal communication with the charging and discharging control module by means of a CAN bus or Ethernet and the communication module; the charging and discharging control module and the communication module are integrated on a PCBA of the charging and discharging control end, and the charging and discharging control module outputs charging and discharging control signals and generates signal matched to a charging gun or discharging gun. The charging and discharging control system of the present invention allows for charging an electric vehicle, and likewise allows for discharging an electric vehicle to an electrical device. Moreover, integrating charging and discharging control functions in a charging and discharging control module simplifies the circuit design of the charging and discharging control end.

Description

Charge and discharge control system

This application claims priority to the Chinese patent submitted on August 12, 2022, with the application number CN202210972034.1 and the invention name "Charge and Discharge Control System". All contents of this patent are incorporated herein.

Technical field

This article relates to the field of charge and discharge technology, especially a charge and discharge control system.

Background technique

With the rapid development of the automobile industry and the increasing awareness of environmental protection in society, the development of the new energy automobile industry has become a key point to solve the shortage of oil resources and reduce air pollution. The matching charging pile is also a necessary equipment.

Charging piles can be installed in public buildings (public buildings, shopping malls, public parking lots, etc.) and residential parking lots or charging stations, and can charge various types of electric vehicles according to different voltage levels. The input end of the charging pile is directly connected to the AC power grid, and the output end is equipped with a charging plug for charging electric vehicles. In the event of emergency situations such as power grid shortage or power outage, existing charging piles will be unusable. As a kind of movable distributed energy storage device, electric vehicles have a huge amount of stored electric energy. Therefore, effectively utilizing the electric energy in idle electric vehicles is a problem that needs to be solved.

Contents of the invention

In order to solve the problems in the prior art, embodiments of this article provide a charge and discharge control system to solve the power shortage problem in the prior art caused by the unavailability of charging piles when the power grid is short of power.

This article provides a charge and discharge control system, including:

A charge and discharge control terminal, which at least includes a charge and discharge control module and a communication module;

On the vehicle side, the control module of the vehicle side communicates with bidirectional data and signals through the CAN bus or Ethernet, and the communication module and the charge and discharge control module;

The charge and discharge control module and the communication module are integrated on the PCBA of the charge and discharge control end. The charge and discharge control module outputs the charge and discharge control signal and generates a signal matching the charging gun or the discharge gun.

Preferably, the charge and discharge control terminal further includes a charge and discharge guidance module, and the charge and discharge guidance module and the charge and discharge control module are integrated on the PCBA.

Preferably, the charge and discharge guidance module communicates bidirectionally with the charge and discharge control module, generates a guidance signal matching the charging gun or discharge gun according to the charge and discharge control signal output by the charge and discharge control module, and provides feedback The pilot signal is sent to the charge and discharge control module.

Preferably, the charge and discharge control terminal further includes a protection circuit, the input terminal of the protection circuit is connected to the output terminal of the power supply module on the vehicle side, and the output terminal of the protection circuit is connected to the input terminal of the charge and discharge control module, It is used to filter out interference signals and then output a stable voltage to the charge and discharge control module.

Preferably, the charge and discharge control terminal further includes a DC-DC conversion circuit, the input terminal of the DC-DC conversion circuit is connected to the protection circuit and the output terminal of the charge and discharge control module, and the DC-DC conversion circuit The output end is connected to the input end of the charge and discharge guidance module.

Preferably, the charge and discharge control end further includes a socket lock and a socket lock status detection module. The output end of the socket lock status detection module is connected to the input end of the charge and discharge control module. The output end of the charge and discharge control module Attach the socket lock.

Preferably, the charge and discharge control end further includes a cap lock and a cap lock status detection module. The output end of the cap lock status detection module is connected to the input end of the charge and discharge control module. The charge and discharge control module The output terminal is connected to the cap lock.

Preferably, the charge and discharge control end further includes a DC power supply positive electrode temperature detection device and a DC power supply negative electrode temperature detection device, and the output ends of the DC power supply positive electrode temperature detection device and the DC power supply negative electrode temperature detection device are connected to the charge and discharge control module. input terminal.

Preferably, the charge and discharge guidance module includes a vehicle-to-load discharge control guidance circuit and a charging control guidance circuit.

Preferably, the output end of the vehicle-to-load discharge control and guidance circuit is connected to the discharge gun; the input end of the charging guidance circuit is connected to the charging gun.

Using the embodiments of this article, by setting up a charge and discharge guidance module, and generating a guidance signal matching the charging gun or discharge gun according to the charge and discharge control signal output by the charge and discharge control module, the charging process of the electric vehicle or the external charging of the electric vehicle can be realized. The discharge process of the load, and the charge and discharge control module, charge and discharge guidance module and communication module are integrated on the PCBA of the charge and discharge control end, simplifying the circuit design of the charge and discharge control end. In addition to the charge and discharge control process, other controls such as the charge and discharge status indicator light, socket lock, and cap lock are also implemented by the charge and discharge control module, and the feedback information from each controlled component can be uploaded to the vehicle CAN in a timely manner Bus can complete the control process efficiently and quickly.

Description of drawings

In order to more clearly illustrate the embodiments of this article or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are only For some embodiments of this article, those of ordinary skill in the art can also obtain other drawings based on these drawings without exerting creative efforts.

Figure 1 shows a functional block diagram of a charging and discharging control system according to an embodiment of this article.

Figure 2 shows a functional block diagram of a charging and discharging control system according to the preferred embodiment of this article.

Figure 3 is a vehicle-to-load discharge (V2L) control and guidance circuit in the charge and discharge guidance module shown in Figure 2.

FIG. 4 is a circuit schematic diagram of the protection circuit shown in FIG. 2 .

FIG. 5 is a circuit schematic diagram of the DC-DC conversion circuit shown in FIG. 2 .

Figure 6 is the circuit schematic diagram of the lock drive circuit.

[Explanation of reference symbols]
100. Charge and discharge control terminal; U8, voltage stabilizing module;
101. Charge and discharge control module; Q5. The first field effect tube;
102. Communication module; R133, fifth resistor;
103. Charge and discharge guidance module; R152, sixth resistor;
104. Protection circuit; R103, seventh resistor;
105. DC-DC conversion circuit; R132, eighth resistor;
106. Cover lock; C60, eleventh capacitor;
107. Cap lock status detection module; C47, twelfth capacitor;
108. Socket lock; C33. Thirteenth capacitor;
109. Socket lock status detection module; C45, fourteenth capacitor;
110. Lighting circuit; L5, fifth inductor;
111. Status indication circuit; D8, eighth diode;
112. DC power supply positive electrode temperature detection device; U9, motor chip;
113. DC power supply negative electrode temperature detection device; Q14. Second field effect transistor;
200, vehicle end; Q15, transistor;
201. Power supply module; R95, tenth resistor;
301, charging gun; R96, eleventh resistor;
302, discharge gun; R97, ninth resistor;
D3, the third diode; C35, the fifteenth capacitor;
D1, the first diode; C7, the seventh capacitor;
CW1, the first capacitor; C8, the eighth capacitor;
CW2, the second capacitor; C9, the ninth capacitor;
CW3, the third capacitor; C10, the tenth capacitor;
CW4, the fourth capacitor; L2, common mode inductor;
C5, fifth capacitor; L1, first inductor;
C6, the sixth capacitor.

Detailed ways

The technical solutions in the embodiments of this article will be clearly and completely described below with reference to the accompanying drawings in the embodiments of this article. Obviously, the described embodiments are only some of the embodiments of this article, rather than all of the embodiments. Based on the embodiments in this article, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection in this article.

As shown in Figures 1 and 2, a charge and discharge control system includes: a charge and discharge control terminal 100. The charge and discharge control terminal 100 at least includes a charge and discharge control module 101 and a communication module 102;

On the vehicle side, the control module of the vehicle side communicates with bidirectional data and signals via CAN bus or Ethernet, and the communication module 102 and the charge and discharge control module 101;

The charge and discharge control module 101 and the communication module 102 are integrated on the PCBA of the charge and discharge control terminal 100. The charge and discharge control module 101 outputs a charge and discharge control signal and generates a signal matching the charging gun 301 or the discharge gun 302.

Preferably, the charge and discharge control terminal 100 also includes a charge and discharge guidance module 103. The charge and discharge guidance module 103 and the charge and discharge control module 101 are integrated on the PCBA.

Preferably, the charge and discharge guidance module 103 communicates bidirectionally with the charge and discharge control module 101, generates a guidance signal matching the charging gun 301 or the discharge gun 302 according to the charge and discharge control signal output by the charge and discharge control module 101, and feeds back the guidance signal. The pilot signal is sent to the charge and discharge control module 101.

Therefore, by setting up the charge and discharge guidance module 103 and generating a guidance signal matching the charging gun 301 or the discharge gun 302 according to the charge and discharge control signal output by the charge and discharge control module 101, the charging process of the electric vehicle or the realization of the electric vehicle can be realized. The discharge process of the external load, and the charge and discharge control module 101 and the charge and discharge guidance module 103 And the communication module 102 is integrated on the PCBA of the charge and discharge control terminal 100, which simplifies the circuit design of the charge and discharge control terminal 100.

Specifically, in some embodiments, the charge and discharge guidance module 103 includes a vehicle-to-load discharge control guidance circuit and a charging guidance circuit.

Figure 3 shows a vehicle-to-load discharge (V2L) control and guidance circuit. As shown in Figure 3, the V2L circuit can be composed of a discharge vehicle control device, a two-way vehicle charger, an insulation monitoring device, a resistor R1, a resistor R2, a resistor R3, a resistor R2', a resistor R3', a resistor R4', a resistor RC', and It is composed of switch S1, switch S2, switch S2', switch S3', switch S4, intelligent load control device, etc., wherein the discharge vehicle control device can be integrated in the two-way vehicle charger or the charge and discharge control module 101 (such as MCU) in Figure 2 .

The discharge vehicle control device determines whether the vehicle plug and vehicle socket are fully connected by measuring the resistance value between detection point 3' and PE. After complete connection, it determines whether it is allowed to enter the discharge state through the voltage of detection point 2'. At detection point 2 'After the voltage is less than 1V and the operator sets the AC V2L discharge, the discharge vehicle switches switch S4 to the output state and enters the discharge mode.

In some implementations, the charging control guidance circuit can adopt the charging control guidance circuit in GBT 18487.1-2015 "Electric Vehicle Conductive Charging System Part 1: General Requirements". The charging control guidance circuit can control the connection confirmation of the interface between the charging gun 301 and the charging and discharging control terminal 100, the self-test of the off-board charger and the charging voltage matching problem, and charge the vehicle end according to the predetermined charging requirements.

In some embodiments, the output end of the vehicle-to-load discharge control guidance circuit is connected to the discharge gun 302; the input end of the charging guidance circuit is connected to the charging gun 301. It can be understood that after entering the discharge mode, the electric energy from the vehicle is provided to the discharge load through the discharge gun 302. After entering the charging mode, for example, the electric energy from an off-board charger is provided to the charge and discharge control terminal 100 through the charging gun 301, and then to the vehicle. end.

In some embodiments, the charge and discharge control terminal 100 also includes a protection circuit 104. The input terminal of the protection circuit 104 is connected to the output terminal of the power supply module 201 on the vehicle side. The output terminal of the protection circuit 104 is connected to the input terminal of the charge and discharge control module 101. After filtering out the interference signal, a stable voltage is output to the charge and discharge control module 101 .

Specifically, as shown in Figure 4, a protection circuit 104 is provided, including: an anti-current backflow module, a common mode filter module and a differential mode filter module.

Specifically, the anti-current backflow module receives the DC input voltage of the power supply module 201 and transmits it to the common mode filter module and the differential mode filter module. The common mode filter module is used to isolate the power supply loop of the power supply module 201 from the control loop of the charge and discharge control terminal 100 Common mode interference between them; the differential mode filter module is used to isolate the differential mode interference between the power supply circuit of the power supply module 201 and the control circuit of the charge and discharge control terminal 100, and output a DC stable voltage that meets predetermined requirements.

Further, in some embodiments, the protection circuit 104 also includes an EMC filter module. The EMC filter module is connected between the common mode filter module and the differential mode filter module. The EMC filter module is used to absorb the power supply circuit, charge and discharge of the power supply module 201 High frequency noise in at least one of the control loops of the control end 100 .

Specifically, as shown in Figure 4, the differential mode filter module includes a first inductor L1, and the common mode filter module includes a common mode inductor L2. The first end of the common mode inductor L2 is connected to the output end of the anti-current backflow module, and the common mode inductor L2 The second end of the common mode inductor L2 is connected to the power supply ground, the third end of the common mode inductor L2 is connected to the first inductor L1, the fourth end of the common mode inductor L2 is connected to the power supply ground, and the other end of the first inductor L1 is used to output a DC stable voltage.

Specifically, as shown in Figure 4, the EMC filter module includes a first capacitor CW1, a second capacitor CW2, a third capacitor CW3 and a fourth capacitor CW4. One end of the first capacitor CW1 and the third capacitor CW3 connected in parallel is connected to the common mode Between the third end of the inductor L2 and the first inductor L1, the other end is connected to the protective ground; one end of the second capacitor CW2 and the fourth capacitor CW4 connected in parallel is connected to the protective ground, and the other end is connected to the power ground.

Further, a front-stage filter circuit can also be provided between the current backflow prevention module and the common-mode filter module. The front-stage filter circuit includes M front-stage filter capacitors. One end of the front-stage filter capacitor is connected to the first end of the common mode inductor. The other end is connected to the power ground, where M≥2. For example, 2, 3, or 4 front-stage filter capacitors can be connected in parallel between the common mode inductor and the power supply ground. In this embodiment, the front-stage filter capacitor includes a fifth capacitor C5 and a sixth capacitor C6.

It can be understood that the number of front-stage filter capacitors can be set according to actual needs, and this article does not impose special restrictions on this.

Further, a post-stage filter circuit is provided after the differential mode filter module. The post-stage filter circuit includes N post-stage filter capacitors. One end of the post-stage filter capacitor is connected to the power supply ground, and the other end is connected to the other end of the first inductor L1. , where N≥4. For example, 4 or 5 post-stage filter capacitors can be connected in parallel after the differential mode filter module and before outputting a stable voltage. In this embodiment, the post-stage filter capacitors include a seventh capacitor C7, an eighth capacitor C8, a ninth capacitor C9 and a tenth capacitor C10.

It can be understood that the number of post-stage filter capacitors can be set according to actual needs, and this article does not impose special restrictions on this.

In some embodiments, the charge and discharge control terminal 100 also includes a DC-DC conversion circuit 105. The input end of the DC-DC conversion circuit 105 is connected to the protection circuit 104 and the output end of the charge and discharge control module 101. The DC-DC conversion circuit 105 is The output terminal is connected to the input terminal of the charge and discharge guidance module 103 . The DC-DC conversion circuit 105 is used to convert the 9V-16V working voltage of the charge and discharge control module 101 (MCU) into a 12V supply voltage.

Specifically, as shown in Figure 5, the DC-DC conversion circuit includes:

The voltage stabilizing module U8 is used to receive the power supply of the power supply module 201 after passing through the protection circuit 104, and has several pins;

The filter circuit is connected to the input pin of the voltage stabilizing module U8 and is used to filter the noise fluctuations of the power supply to obtain the DC voltage;

The pulse switch circuit is used to receive the conduction signal of the driving pin of the voltage stabilizing module U8 and generate a pulse voltage;

The coupled rectifier circuit is connected to the pulse switch circuit and is used to couple the pulse voltage with the DC voltage and rectify it into a pilot voltage.

The voltage stabilizing module U8 in this article is an eight-pin chip. The voltage stabilizing module U8 in this article can be the LM3488 model chip of Texas Instruments, and the working voltage of the chip is 3V-40V. The eight pins of the voltage stabilizing module are arranged from the upper left The order of counterclockwise rotation is current detection pin 1, compensation pin 2, feedback pin 3, analog ground pin 4, power ground pin 5, drive pin 6, enable pin 7 and input pin 8 .

The voltage stabilizing module U8 in this article can receive the reduced voltage from the car's power battery, or it can be from a small battery/battery other than the car's power battery, and the small battery/battery can be an additional device for a new energy vehicle. Equipment that supplies power, such as additional equipment such as audio, navigation, air conditioning, or lights. When these additional equipment are started or stopped, there is a probability that the output voltage of the small battery/battery will be affected, making the pilot voltage unstable.

In the coupling process of this article, the technical means of superimposing the pulse voltage on the voltage after the protection circuit 104 is used, that is, the DC obtained by the filter circuit (see the filter circuit composed of capacitors C43, C44 and inductor L4 in Figure 5) After coupling and rectifying the pulse voltage obtained by the voltage and the pulse switching circuit, the pilot voltage is obtained. However, after the current pilot voltage is coupled with a pulse voltage, it may not meet the 12V pilot voltage required by the charging pile. Therefore, further, DC- The DC conversion circuit can also include a voltage dividing circuit (for example, connecting multiple resistors in series to divide the voltage), so the voltage is divided by the voltage dividing circuit and fed back to feedback pin 3. Inside the voltage stabilizing module, feedback pin 3 and drive pin 6 There is a corresponding relationship, that is, increasing or decreasing the voltage received by the feedback signal, the voltage output by the driving pin 6 will change correspondingly to the frequency. The change in frequency can affect the duty cycle of the pulse voltage, so that at each clock, the The pilot voltage will be continuously adjusted until the 12V pilot voltage required by the charging pile is obtained. In this article, the frequency of the clock is controlled by enable pin 7, and the order of magnitude of the clock is very small. The clock affects the occurrence speed of the pulse voltage, charging The pile can get the 12V charging guide voltage in a very short time.

In some embodiments, as shown in Figure 5, the pulse switching circuit includes a first field effect transistor Q5 and a fifth resistor R133; the drain of the first field effect transistor Q5 is connected to the output end of the filter circuit, and the first field effect transistor Q5 The gate of Q5 is connected to the drive pin 6, the source of the first field effect transistor Q5 is connected to one end of the fifth resistor R133, and the other end of the fifth resistor R133 is connected to ground.

It should be noted that the model of the first field effect transistor Q5 in this article is DMN6140. The gate of the first field effect transistor Q5 is connected to the driving pin 6, so that according to the signal sent by the driving pin 6, the output duty cycle is different. pulse voltage.

In some embodiments, the DC-DC conversion circuit further includes an eleventh capacitor C60, a sixth resistor R152, a twelfth capacitor C47, and a seventh resistor R103. The eleventh capacitor C60 and the sixth resistor R152 form a low-pass filter. Connected between the gate of the first field effect transistor Q5 and the driving pin 6, one end of the seventh resistor R103 is connected between the source of the first field effect transistor Q5 and the fifth resistor R133, and the other end is connected to the twelfth resistor R133. The connection positions of the capacitor C47, the twelfth capacitor C47 and the seventh resistor R103 are connected to the current detection pin 1 of the voltage stabilizing module U8, and the other end of the twelfth capacitor C47 is connected to ground.

Current detection pin 1 is used to detect the operating current of the first field effect transistor Q5.

It should be noted that the current detection pin 1 can accurately obtain the operating current of the first field effect transistor Q5, and then obtain the operating voltage of the first field effect transistor Q5 based on the resistance of the seventh resistor R103. Therefore, the new energy vehicle Maintenance personnel can easily obtain the working status of the first field effect tube Q5 and facilitate maintenance.

In some embodiments, the coupled rectifier circuit includes a thirteenth capacitor C33, a fifth inductor L5 and an eighth diode D8; one end of the thirteenth capacitor C33 is connected to the drain of the first field effect transistor Q5, and the other end is connected to the drain of the first field effect transistor Q5. One end of the fifth inductor L5 and the other end of the fifth inductor L5 are grounded; the connection position between the thirteenth capacitor C33 and the fifth inductor L5 is connected to the anode of the eighth diode D8, and the cathode of the eighth diode D8 is connected to the voltage stabilizing module U8 Feedback pin 3.

It should be noted that the coupled rectifier circuit in this article has a coupled rectification function, but it is only the simplest coupled rectifier circuit. Those skilled in the art can adjust the device combination of the coupled rectifier circuit according to the pricing of new energy vehicles, and 82 The model of diode D8 (for example, Schottky diode). The Schottky diode model in this article is MBRS130LT3. First, the vehicle battery power supply has been filtered to a stable DC voltage, so it only needs to pass through the thirteenth capacitor C33 and the third After the coupling of the five inductors L5, a positive and negative alternating pulse voltage greater than that output by the first field effect transistor Q5 can be obtained. When this pulse voltage is obtained, it passes through a one-way bridge type one-way filter device. In this article, a small waveform is used. Schottky diodes perform unidirectional filtering. In this field, a bridge composed of four Schottky diodes can also be used for unidirectional filtering. Circuits with unidirectional filtering functions should belong to the unidirectional filtering devices described in this article. This article does not limit this. It can be one Schottky diode or multiple Schottky diodes. After the unidirectional filtering of the Schottky diode is completed, the boost or step-down pilot voltage has been obtained.

In some embodiments, a radiation-resistant circuit is also provided between the pulse switch circuit and the coupled rectifier circuit;

The anti-radiation circuit includes an eighth resistor R132 and a fourteenth capacitor C45;

One end of the eighth resistor R132 is disposed between the drain of the first field effect transistor Q5 and the thirteenth capacitor C33, the other end is connected to one end of the fourteenth capacitor C45, and the other end of the fourteenth capacitor C45 is connected.

It should be noted that the design intention of the anti-radiation circuit is to prevent the magnetic field caused by continuous pulse voltage from affecting the internal components of new energy vehicles. Therefore, the anti-radiation circuit is added to reduce the electromagnetic interference of the circuit itself to the outside world.

In some embodiments, the charge and discharge control terminal 100 also includes a socket lock 108 and a lock drive circuit. The lock drive circuit is integrated in the charge and discharge control module 203. The charge and discharge control module 203 controls whether the protection circuit 104 outputs a stable voltage to the lock drive circuit. , thereby controlling the forward and reverse rotation of the socket lock 108.

It can be understood that the charging and discharging control module 203 controls whether the protection circuit 104 outputs a stable voltage to the lock driving circuit. After confirming that the new energy vehicle is in a non-charging state or a discharging state, the charging and discharging control module 203 can stop supplying the lock driving circuit to the lock driving circuit. The switch tube outputs a conduction control signal so that the switch tube is in a cut-off state. In this way, the switch tube cuts off the power supply of the lock drive circuit and the lock drive circuit stops working, thereby saving the new energy vehicle from being in a non-charging state or a discharge state. , the charge and discharge control module 203 still outputs the conduction control signal to the lock drive circuit, and the lock drive circuit still consumes power in the standby state, thereby reducing the power consumption of the new energy vehicle power supply module in the non-charging state.

In some embodiments, the charge and discharge control terminal 100 may also include a cap lock 106. The charge and discharge control module 203 controls whether the protection circuit 104 outputs a stable voltage to the lock drive circuit, thereby controlling the forward and reverse rotation of the cap lock 106.

It can be understood that the socket lock 108 and the cover lock 106 are controlled simultaneously through the same lock driving circuit.

Specifically, as shown in Figure 6, a lock driving circuit is provided.

In Figure 6, the lock drive circuit includes the motor chip U9 and the power supply drive module. The motor chip U9 in this article is an eight-pin chip. The eight pins, in the order of counterclockwise rotation from the upper left, are ground pin 01, (reverse rotation) input pin 02, (forward rotation) input pin 03, and enable. Energy pin 04, power supply pin 05, (forward rotation) output pin 06, feedback pin 07 and (reverse rotation) output pin 08.

The output end of the power supply drive module is connected to the power supply pin of the motor chip U9, the forward input pin and the reverse input pin of the motor chip U9 are connected to the signal output end of the charge and discharge control module 203, and the forward output pin of the motor chip U9 and the inverting output pin is used to connect the socket lock 108 and/or the cover lock 106.

Specifically, the power supply driving module includes a second field effect transistor Q14 and a transistor Q15. The drain of the second field effect transistor Q14 is connected to the output end of the protection circuit 104, and the source of the second field effect transistor Q14 is connected to the power supply pin of the motor chip U9. Pin 05, the gate of the second field effect transistor Q14 is connected to the collector of the transistor Q15, the emitter of the transistor Q15 is connected to the ground, and the base of the transistor Q15 is connected to the power supply control signal output end of the charge and discharge control module 203.

When the charge and discharge control module 203 stops outputting the conduction control signal to the switch tube in the lock drive circuit, the transistor Q15 and the second field effect transistor Q14 are in a cut-off state. In this way, the switch tube cuts off the power supply of the lock drive circuit, and the lock driver The circuit stops working; when the charge and discharge control module 203 outputs a conduction control signal to the switch tube in the lock drive circuit, the transistor Q15 and the second field effect transistor Q14 are in a conductive state, and the power supply module 201 supplies power to the lock drive circuit through the protection circuit 104 When power is supplied, the lock driving circuit starts to work, and the charge and discharge control module 203 can control the forward and reverse rotation of the socket lock 108 or the cover lock 106.

As shown in Figure 6, the lock driving circuit also includes a tenth resistor R95 and an eleventh resistor R96. One end of the tenth resistor R95 is connected to the feedback pin 07 of the motor chip U9, and the other end is connected to the signal input end of the charge and discharge control module 203. , one end of the eleventh resistor R96 is connected between the feedback pin 07 and the tenth resistor R95, and the other end is connected to ground.

Therefore, the feedback pin 07 of the motor chip U9 is connected to the signal input end of the charge and discharge control module 203, so that the first driving current during the locking process of the electronic lock (cap lock 106 or socket lock 108, etc.) can be obtained, and based on The first driving current determines the status of the electronic lock. In this way, the user of the new energy vehicle can be informed of the locking status of the charging plug or discharge plug, avoiding virtual connection of the charging plug or discharge plug, and ensuring the safety of the new energy vehicle. charge and discharge quality.

In order to highlight the above-mentioned feedback function, in FIG. 2 , the components corresponding to the feedback function are simplified and shown as a cover lock status detection module 107 and a socket lock status detection module 109 . It can be understood that in other embodiments, the cover lock status detection module 107 and the socket lock status detection module 109 may be a single device such as an ammeter instead of a detection circuit.

In some embodiments, the lock driving circuit also includes an enabling module. The enabling module includes a ninth resistor R97 and a fifteenth capacitor C35. One end of the ninth resistor R97 is connected to the positive electrode of the power supply, and the other end is connected to the fifteenth capacitor C35. The other end of the fifteenth capacitor C35 is connected to ground, and the connection position between the ninth resistor R97 and the fifteenth capacitor C35 is connected to the enable pin 04 of the motor chip U9. Therefore, the normal working status of the motor chip U9 is guaranteed through the enabling module.

In some embodiments, the charge and discharge control terminal 100 also includes a lighting circuit 110. The input end of the lighting circuit 110 is connected to the output end of the charge and discharge control module 101. The charge and discharge control module 101 sends lighting to the lighting circuit 110 according to the control signal of the control module. driving signal. Specifically, the lighting circuit 110 may be a control circuit including an LED lamp.

In some embodiments, the charge and discharge control terminal 100 also includes a status indication circuit 111. The input end of the status indication circuit 111 is connected to the output end of the charge and discharge control module 101. The charge and discharge control module 101 is controlled by the control module. The signal sends a status indication conduction signal to the status indication circuit 111. Specifically, the status indication circuit 111 may be a control circuit including various status indicator lights and a display screen to indicate information such as power, current, and voltage during charging and discharging.

In some embodiments, the charge and discharge control terminal 100 also includes a DC power supply positive electrode temperature detection device 112 and a DC power supply negative electrode temperature detection device 113. The output ends of the DC power supply positive electrode temperature detection device 112 and the DC power supply negative electrode temperature detection device 113 are connected to charge and discharge. The input terminal of the control module 101. The charge and discharge control module 101 can control the charge and discharge power, charge and discharge duration, etc. during the charge and discharge process based on the temperatures detected by the two temperature detection devices.

Specifically, both the DC power supply positive electrode temperature detection device 112 and the DC power supply negative electrode temperature detection device 113 can be NTC temperature sensors.

According to the charge and discharge control system in this article, by setting up a charge and discharge guidance module, and generating a guidance signal that matches the charging gun or discharge gun according to the charge and discharge control signal output by the charge and discharge control module, the charging process of the electric vehicle or the realization of the electric The car discharges the external load, and the charge and discharge control module, charge and discharge guidance module and communication module are integrated on the PCBA of the charge and discharge control end, simplifying the circuit design of the charge and discharge control end. In addition to the charge and discharge control process, other controls such as the charge and discharge status indicator light, socket lock, and cap lock are also implemented by the charge and discharge control module, and the feedback information from each controlled component can be uploaded to the vehicle CAN in a timely manner Bus can complete the control process efficiently and quickly.

It should be understood that in the various embodiments of this article, the size of the sequence numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its functions and internal logic, and should not be used in the implementation of the embodiments of this article. The process constitutes any limitation.

It should also be understood that in the embodiments of this article, the term "and/or" is only an association relationship describing associated objects, indicating that three relationships can exist. For example, A and/or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" in this article generally indicates that the related objects are an "or" relationship.

Those of ordinary skill in the art can appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented with electronic hardware, computer software, or a combination of both. In order to clearly illustrate the relationship between hardware and software Interchangeability, in the above description, the composition and steps of each example have been generally described according to functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. The skilled artisan may implement the described functionality using different methods for each particular application, but such implementations should not be considered beyond the scope of this article.

Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, devices and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be described again here.

In the several embodiments provided herein, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated. to another system, or some features can be ignored, or not implemented. In addition, the coupling or direct coupling or communication connection between each other shown or discussed may be an indirect coupling or communication connection through some interfaces, devices or units, or may be electrical, mechanical or other forms of connection.

A unit described as a separate component may or may not be physically separate. A component shown as a unit may or may not be a physical unit, that is, it may be located in one place, or it may be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiments of this article.

In addition, each functional unit in each embodiment of this article can be integrated into one processing unit, each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated units can be implemented in the form of hardware or software functional units.

Integrated units may be stored in a computer-readable storage medium if they are implemented in the form of software functional units and sold or used as independent products. Based on this understanding, the technical solution in this article essentially contributes to the existing technology, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium , including several instructions to cause a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods of various embodiments herein. The aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disk or optical disk and other media that can store program code. .

This article uses specific embodiments to illustrate the principles and implementation methods of this article. The description of the above embodiments is only used to help understand the methods and core ideas of this article; at the same time, for those of ordinary skill in the field, based on the ideas of this article , there will be changes in the specific implementation and application scope. In summary, the content of this description should not be understood as a limitation of this article.

Claims

A charge and discharge control system, characterized by including:

A charge and discharge control terminal, which at least includes a charge and discharge control module and a communication module;

On the vehicle side, the control module of the vehicle side communicates with bidirectional data and signals through the CAN bus or Ethernet, and the communication module and the charge and discharge control module;

The charge and discharge control module and the communication module are integrated on the PCBA of the charge and discharge control end. The charge and discharge control module outputs the charge and discharge control signal and generates a signal matching the charging gun or the discharge gun.
The charge and discharge control system according to claim 1, wherein the charge and discharge control terminal further includes a charge and discharge guidance module, and the charge and discharge guidance module and the charge and discharge control module are integrated on the PCBA. .
The charge and discharge control system according to claim 2, characterized in that the charge and discharge guidance module and the charge and discharge control module communicate bidirectionally, and generate and The charging gun or the discharge gun matches the pilot signal, and the pilot signal is fed back to the charge and discharge control module.
The charging and discharging control system according to claim 1, characterized in that the charging and discharging control terminal further includes a protection circuit, the input terminal of the protection circuit is connected to the output terminal of the power supply module on the vehicle side, and the protection circuit The output end is connected to the input end of the charge and discharge control module, and is used to filter out interference signals and then output a stable voltage to the charge and discharge control module.
The charge and discharge control system according to claim 4, wherein the charge and discharge control terminal further includes a DC-DC conversion circuit, and the input terminal of the DC-DC conversion circuit is connected to the protection circuit and the charge and discharge circuit. The output end of the control module, the output end of the DC-DC conversion circuit is connected to the input end of the charge and discharge guidance module.
The charging and discharging control system according to claim 1, wherein the charging and discharging control terminal further includes a socket lock and a socket lock status detection module, and the output end of the socket lock status detection module is connected to the charging and discharging control module. The input end of the charge and discharge control module is connected to the socket lock.
The charging and discharging control system according to claim 1, wherein the charging and discharging control terminal further includes a capping lock and a capping lock status detection module, and the output end of the capping lock status detection module is connected to the charger. The input end of the discharge control module and the output end of the charge and discharge control module are connected to the cap lock.
The charge and discharge control system according to claim 1, wherein the charge and discharge control terminal further includes a DC power supply positive electrode temperature detection device and a DC power supply negative electrode temperature detection device, the DC power supply positive electrode temperature detection device and the DC power supply negative electrode temperature detection device The output end of the temperature detection device is connected to the input end of the charge and discharge control module.
The charge and discharge control system according to claim 1, characterized in that the charge and discharge guidance module includes a vehicle-to-load discharge control guidance circuit and a charging control guidance circuit.
The charge and discharge control system according to claim 9, characterized in that the output end of the vehicle-to-load discharge control and guidance circuit is connected to the discharge gun; the input end of the charging guidance circuit is connected to the charging gun.