Modular intelligent control terminal supporting orderly power utilization

Abstract

The utility model discloses a modularized intelligent control terminal supporting orderly power utilization, which relates to the technical field of vehicle charging control, and comprises an interface unit comprising seven interfaces; the control unit comprises a non-vehicle-mounted control device, a vehicle control device and a power control communication module, and the non-vehicle-mounted control device receives vehicle battery state information sent by the vehicle control device and sends vehicle charging state information to the platform end through the power control communication module; and the platform end sends the control signal to the non-vehicle-mounted control device through the power control communication module, and the non-vehicle-mounted control device sends a vehicle charging suspension message to the vehicle control device. The beneficial effects of the utility model are that an original charging facility is connected with the remote platform, and the platform reasonably guides the charging load of the electric vehicle to a non-power-grid load peak period for charging according to an ordered charging strategy, thereby reducing the charging cost of a user, effectively improving the capability of the power grid to access the charging facility, and improving the charging efficiency. And the charging requirements of more electric vehicles are met.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle charging control, in particular to a componentized intelligent control terminal supporting orderly electricity consumption. Background Art

[0002] With the popularity of electric vehicles, people's demand for charging pile resources is increasing day by day, but the low utilization rate of charging piles and long waiting time have become common problems faced by users. At the same time, the pressure brought by electric vehicle charging on the power grid load is also becoming increasingly apparent. Existing charging facilities cannot achieve orderly charging, and disorderly charging may cause problems such as grid voltage drop and line overload.

[0003] Therefore, a componentized intelligent control terminal that supports orderly power consumption is needed to solve the above problems. Utility Model Content

[0004] Some simplifications or omissions may be made in this section and the abstract of the specification and the title of the utility model of this application to avoid blurring the purpose of this section, the abstract of the specification and the title of the utility model, and such simplifications or omissions shall not be used to limit the scope of the utility model.

[0005] In view of the above problems or problems existing in the prior art, the present utility model is proposed.

[0006] Therefore, the purpose of the utility model is to provide a componentized intelligent control terminal that supports orderly electricity consumption, which aims to solve the problem of grid voltage drop and line overload caused by disorderly charging of existing charging facilities.

[0007] In order to solve the above technical problems, the utility model provides the following technical solutions: a componentized intelligent control terminal supporting orderly power consumption, which includes an interface unit, including seven interfaces ① to ⑦;

[0008] A control unit, comprising an off-board control device, a power control communication module, a first switch and a second switch, wherein the power control communication module and the off-board control device are bidirectionally interactively controlled, the first switch is connected to the first interface, and the second switch is connected to the second interface;

[0009] A vehicle unit (300) comprises a vehicle control device, a third switch and a fourth switch, wherein the vehicle control device and an off-vehicle control device are bidirectionally interactively controlled, the third switch is connected to a first interface, and the fourth switch is connected to a second interface.

[0010] As a preferred solution of the componentized intelligent control terminal supporting orderly electricity consumption described in the utility model, the two ends of the ③ interface are connected to the equipment ground and the vehicle body ground respectively, and the two ends of the ④ interface and the ⑤ interface are connected to the non-vehicle-mounted control device and the vehicle control device respectively.

[0011] As a preferred solution of the componentized intelligent control terminal supporting orderly power consumption described in the utility model, wherein: the third switch and the fourth switch are connected to the battery pack on the side away from the interface.

[0012] As a preferred solution of the componentized intelligent control terminal supporting orderly electricity consumption described in the utility model, the first resistor and the second resistor are respectively connected in parallel on the side of the third interface close to the equipment ground, and the third resistor is connected in parallel on the side of the third interface close to the vehicle body ground. The third resistor is connected to the first resistor through the sixth interface and then connected to the non-vehicle-mounted control device.

[0013] As a preferred solution of the componentized intelligent control terminal supporting orderly electricity consumption described in the utility model, a power switch is provided at one end of the first resistor.

[0014] As a preferred solution of the componentized intelligent control terminal supporting orderly electricity consumption described in the utility model, the other end of the second resistor is connected to the vehicle control device through the seventh interface.

[0015] As a preferred solution of the componentized intelligent control terminal supporting orderly electricity consumption described in the utility model, wherein: the non-vehicle-mounted control device controls the switching of the first switch and the second switch, and the vehicle control device controls the switching of the third switch and the fourth switch.

[0016] As a preferred solution of the componentized intelligent control terminal supporting orderly electricity consumption described in the utility model, the non-vehicle-mounted control device is also connected to an electronic lock.

[0017] As a preferred solution of the componentized intelligent control terminal supporting orderly power consumption described in the utility model, the IN1 pin of the non-vehicle-mounted control device is connected to the power control communication module, and the IN2 pin is connected to the vehicle control unit VCU.

[0018] As a preferred solution of the componentized intelligent control terminal supporting orderly power consumption described in the utility model, the OUT1 pin and the OUT2 pin of the non-vehicle-mounted control device are respectively connected to the two ends of the half-bridge rectifier circuit.

[0019] The beneficial effects of the utility model are as follows: the utility model connects with the remote platform on the original charging facilities, and the platform selects users of the slow charging ports according to the orderly charging strategy to reasonably guide the charging load of electric vehicles to the non-grid load peak period for charging, thereby reducing the charging costs of users, effectively improving the ability of the grid to access charging facilities, and meeting the charging needs of more electric vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following is a brief introduction to the drawings required for the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. Among them:

[0021] Figure 1 The overall circuit diagram of a componentized intelligent control terminal that supports orderly power consumption.

[0022] Figure 2 Schematic diagram of the internal chip of the non-vehicle control device of the componentized intelligent control terminal that supports orderly power consumption.

[0023] Figure 3 Schematic diagram of the BDC principle of a componentized intelligent control terminal that supports orderly electricity consumption.

[0024] Figure 4 Schematic diagram of PWM modulation for BDC control switch switching of componentized intelligent control terminal to support orderly power consumption. DETAILED DESCRIPTION

[0025] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0026] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0027] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure or characteristic that may be included in at least one implementation of the present invention. The term "in one embodiment" that appears in different places in this specification does not necessarily refer to the same embodiment, nor is it a separate or selective embodiment that is mutually exclusive with other embodiments.

[0028] Example 1

[0029] Reference Figure 1 , which is the first embodiment of the utility model, and provides a componentized intelligent control terminal supporting orderly power consumption, which includes an off-board control device MCU, and a bidirectional input and output control between the off-board control device MCU and the vehicle control device VCU. Among them, the off-board control device MCU can control the on and off of the first switch K1 and the second switch K2, and the vehicle control device VCU can control the on and off of the third switch K3 and the fourth switch K4.

[0030] Furthermore, the off-board control device MCU transmits signals bidirectionally with the platform through the power control communication module CM. The off-board control device MCU can send a charging status message to the platform, and the platform can send a control signal to the off-board control device MCU, so that the off-board control device MCU controls the charging termination or power change. It should be noted that the charging pile control strategy mentioned in this application is improved on the basis of the national standard. The national standard mentioned in this application refers to the 104 protocol "Electric Vehicle Charging and Swapping Service Network Operation Monitoring System Communication Protocol" implemented by China Southern Power Grid Co., Ltd. The power control communication module CM is an existing module that has already appeared on the market, such as Siemens S7_200.

[0031] Furthermore, this terminal communicates with the platform to exchange orderly charging plans: according to the background adjustment frequency requirements, a cycle of every 5 minutes is designed to receive a background orderly charging plan, which is mainly the power limit executed by the charging pile in each time period, and converts the power adjustment requirements into voltage and current requirements, and sends them to the off-board control device MCU; at the same time, check the actual execution power value sent by the off-board control device MCU to see if there is any error with the charging plan. The deviation should be controlled within a reasonable range, indicating that the orderly charging plan is executed.

[0032] Furthermore, the terminal exchanges charging equipment status information and charging information with the platform: sending charging pile fault, alarm or operation status, and core component status information; sending real-time charging information such as voltage, current, power information, charging terminal address and number, etc. during the charging process. This makes it easy for the control terminal to know the basic status of each charging pile. If the charging pile is in a fault or alarm state, an orderly charging plan will not be issued to it for the time being.

[0033] Preferably, the active power adjustment function of the terminal is used in a cycle of 5 minutes / time. The host obtains the local transformer margin information and alarm threshold. The total charging power does not exceed 80% of the available transformer margin. When the total power exceeds the threshold, the control terminal alarms at the same time and sends the alarm information to the operation background. At the same time, the output power of the charging pile is reduced in real time according to the order of the real-time charging power, with a reduction of 10% for each in the first round. If the SOC battery charging state is greater than 80% or the remaining charging time is less than 10 minutes, no adjustment will be performed to maintain the customer experience.

[0034] When the off-board control device MCU completes the detection of the charging side, the first switch K1 and the second switch K2 are disconnected, and the off-board control device MCU sends a charging identification matching message to the vehicle control device MCU. The vehicle control device VCU receives the charging identification matching message sent by the off-board control device MCU and detects the vehicle charging side. At this time, the third switch K3 and the fourth switch K4 are closed to monitor the charging circuit. After the monitoring is completed, the vehicle control device MCU sends a charging ready message to the off-board control device MCU. The off-board control device MCU closes the first switch K1 and the second switch K2, and sends a charging ready message. At the same time, the off-board control device MCU sends a charging status message to the platform through the power control communication module CM.

[0035] The platform receives the charging status message sent by the off-board control device MCU, and performs logical judgment. When the grid distribution transformer load is greater than 80% or the charging load is greater than 40% of the distribution transformer load, the platform starts the control and sends the control signal to the off-board control device MCU. The off-board control device MCU periodically sends a charger suspension charging message, and controls the charger to stop charging. After confirming that the charging current becomes less than 5A, the first switch K1 and the second switch K2 are disconnected; when the charging end condition set by the operator is met or the vehicle control unit VCU suspension charging message is received, the off-board control device MCU periodically sends a charger suspension charging message, and controls the charger to stop charging and reduce the charging current at a rate of not less than 100A / s. When the charging current is less than 5A, the first switch K1 and the second switch K2 are disconnected.

[0036] In summary, this design is connected to the remote platform based on the original charging control strategy. After the charging conditions are set by the platform, when the conditions are met, the platform generates a control signal to the off-board control device MCU to control the disconnect switch to stop charging.

[0037] Example 2

[0038] Reference Figure 1 , which is the second embodiment of the utility model, and is different from the first embodiment in that it also includes an interface unit 100, including seven interfaces ① to ⑦, wherein the first interface is provided with a first switch K1 and a third switch K3 at both ends, and the second interface is provided with a second switch K2 and a fourth switch K4 at both ends. The first switch K1 and the second switch K2 are connected to an external input voltage for DC loop power supply.

[0039] Furthermore, the two ends of the third interface are connected to the equipment ground and the vehicle body ground respectively, and the two ends of the fourth interface and the fifth interface are connected to the non-vehicle control device MCU and the vehicle control device VCU respectively. The third interface is connected to PE to protect people from electric shock when they touch the metal shell. The third switch K3 and the fourth switch K4 are connected to the battery pack BP on the side away from the interface.

[0040] Furthermore, the first resistor R1 and the second resistor R2 are connected in parallel on the side of the ③ interface close to the equipment ground, and the third resistor R3 is connected in parallel on the side of the ③ interface close to the vehicle body ground. The third resistor R3 is connected to the non-vehicle control device MCU after being connected to the first resistor R1 through the ⑥ interface. A power switch S is provided at one end of the first resistor R1, and the other end of the second resistor R2 is connected to the vehicle control device VCU through the ⑦ interface. The first resistor R1 and the second resistor R2 are installed on the vehicle plug, and the third resistor R3 is installed on the vehicle socket. The power switch S is an internal normally closed switch of the vehicle plug. When the vehicle plug is fully connected to the socket, the power switch S is closed.

[0041] Furthermore, during the entire charging process, the off-board control device MCU should be able to monitor the switching of the first switch K1 and the second switch K2, and the vehicle control device VCU should be able to monitor the status of the third switch K3 and the fourth switch K4 and control their switching on and off. The vehicle control device VCU sends the battery charging demand parameters to the off-board control device MCU in real time, and when adjusting the charging current to decrease, when ∆I≤20A, the charging current is adjusted to be consistent with the command value within 1s at most; ∆I>20A, the charging current is adjusted to be consistent with the command value within 20A / s at most when ∆I / dlmin sdlmin is the minimum charging rate. The off-board control device MCU adjusts the charging voltage and charging current in real time according to the battery charging demand parameters. In addition, the vehicle control device VCU and the off-board control device MCU also send their respective status information to each other, and the off-board control device MCU also sends vehicle status information to the remote operation platform and receives control signals from the operation platform.

[0042] Furthermore, the off-board control device MCU is also connected to an electronic lock Lock. When the charging plug is fully inserted into the socket, the electronic lock Lock is locked, and after charging is completed, the off-board control device MCU contacts the electronic lock.

[0043] In summary, this design mainly uses the socket unit set on the vehicle plug and socket. On the one hand, it can perform electronic locking to ensure that the vehicle cannot be started during charging. At the same time, it transmits power through multiple interfaces, and some interfaces are grounded to prevent operators from electric shock, etc., to achieve safe charging of the car.

[0044] Example 3

[0045] Reference Figure 1 , which is the third embodiment of the utility model. This embodiment provides a process of controlling a charging pile to charge by a componentized intelligent control terminal supporting orderly charging, including an interface unit 100, including seven interfaces ① to ⑦, wherein the first interface is provided with a first switch K1 and a third switch K3 at both ends, and the second interface is provided with a second switch K2 and a fourth switch K4 at both ends;

[0046] Control unit 200, off-board control device MCU, vehicle control device VCU, power control communication module CM, the off-board control device MCU receives the vehicle battery status information sent by the vehicle control device VCU, sends the vehicle charging status information to the platform end through the power control communication module CM, the platform end sends the control signal to the off-board control device MCU through the power control communication module CM, and the off-board control device MCU sends a vehicle charging termination message to the vehicle control device VCU.

[0047] The first switch K1 and the second switch K2 are electronic switches, wherein the first switch K1 controls the number of rectifier modules put into operation and switches them on and off as needed, and the second switch K2 controls the conduction angle of the IGBT insulated gate bipolar transistor, adjusts the output voltage, improves the power factor of the pile, and improves the utilization rate.

[0048] Furthermore, there is bidirectional input and output control among the off-board control device MCU, the vehicle control device VCU, and the power control communication module CM. The vehicle control device VCU and the off-board control device MCU also send their respective status information to each other. The off-board control device MCU also sends vehicle status information to the remote operation platform and receives control signals from the operation platform.

[0049] When the charging pile self-check is completed, the internal power switch S is closed, the electronic lock Lock is locked, the vehicle control unit VCU sends a charging ready message, and closes the third switch K3 and the fourth switch K4 at the same time. The off-board control device MCU receives the charging ready message, and sends the charging status message to the remote operation platform through the power control communication module CM. The platform sends a control signal to the off-board control device MCU, and the off-board control device MCU closes the first switch K1 and the second switch K2 to start charging.

[0050] When charging is stopped, there are two situations: one is that the operation platform monitors that the status information sent from the non-vehicle control device MCU meets the conditions; the other is that the vehicle control device VCU detects that the battery has reached a fully charged state: the platform receives the charging status message sent by the non-vehicle control device MCU, and the platform performs logical judgment. When the charging stop condition is met, the control is started and the control signal is sent to the non-vehicle control device MCU. The non-vehicle control device MCU periodically sends a charger to stop charging message, and controls the charger to stop charging. After confirming that the charging current becomes less than 5A, the first switch K1 and the second switch K2 are disconnected; when the charging end condition set by the operator is reached or the vehicle control device VCU stops charging message is received, the non-vehicle control device MCU periodically sends a charger to stop charging message, and controls the charger to stop charging and reduce the charging current at a rate of not less than 100A / s. When the charging current is less than 5A, the first switch K1 and the second switch K2 are disconnected.

[0051] When the distribution network load is greater than 80% or the charging load is greater than 40% of the distribution transformer load, power control is required. The 1# host obtains the local transformer margin information and alarm threshold at a cycle of 5 minutes. The total charging power does not exceed 90% of the available transformer margin. When the total power exceeds the threshold, the control terminal will alarm at the same time and send the alarm information to the operation background. At the same time, the output power of the charging pile will be reduced in real time according to the order of real-time charging power, with a reduction of 10% for each in the first round. If the SOC charging state is greater than 90% or the remaining charging time is less than 10 minutes, no adjustment will be made to maintain the customer experience.

[0052] Example 4

[0053] Reference Figure 1~Figure 4 , which is the second embodiment of the utility model, and is different from the above embodiments in that: this embodiment provides an example of a non-vehicle control device MCU based on a TI chip (DRV8870DDAR) as an internal control chip of a non-vehicle control device MCU, including a non-vehicle control device MCU, wherein the IN1 pin of the non-vehicle control device MCU is connected to a power control communication module CM, the power control communication module CM adopts Siemens S7_200, the power control communication module CM is connected to a remote operation platform, the power control communication module CM can receive charging status information sent from the non-vehicle control device MCU, and transmit it to the remote operation platform, and the remote operation platform performs a logical judgment: when the distribution network load is greater than 80% or the charging load is greater than 40% of the distribution transformer load, power control is required.

[0054] In this embodiment, the first switch K1 and the second switch K2 are two gate drivers inside the TI chip. Figure 2 As shown, the comparator core logic inside the TI chip controls the two gate drivers to output to OUT1 and OUT2, connect the half-bridge rectifier circuit, and output DC current to charge the vehicle control unit VCU.

[0055] Furthermore, the power control communication module CM can support 4G or 5G communication, because the cost of wired communication is too high and the wiring of general public charging piles is troublesome, unless the private charging pile has its own existing broadband resources and uses a wired communication charging pile.

[0056] Further, the IN2 pin of the off-vehicle control device MCU is connected to the vehicle control device VCU, and the vehicle control device VCU sends battery status information to the off-vehicle control device MCU.

[0057] Furthermore, the OUT1 pin and the OUT2 pin of the non-vehicle control device MCU are respectively connected to two ends of the half-bridge rectifier circuit BDC.

[0058] Specifically, Figure 3 As shown, the HV interface and OUT interface of the half-bridge rectifier circuit BDC are connected to the vehicle control unit VCU, the High Driver of the half-bridge rectifier circuit BDC is connected to the first switch K1, and the Low Driver is connected to the second switch K2. When the non-vehicle control device MCU receives a signal requiring power control, the half-bridge rectifier circuit BDC converts AC power into DC power, that is, PWM modulation is performed, and the switching of the first switch K1 and the second switch K2 is controlled by adjusting the frequency and duty cycle of PWM.

[0059] It should be noted that the IN1 and IN2 pins of the TI chip of the non-vehicle control device MCU can be short-circuited, that is, they are not controlled by platform signals. At this time, the power can be changed through Core Logic inside the TI chip itself.

[0060] For TI chips themselves, such as Figure 2 As shown in the figure, the POWER module in the upper left corner is the power supply module of the TI chip. The charge pump is a "DC-DC converter" used to power the chip, which is equivalent to a DC power supply, generally 2-5V; the gate driver is a circuit that converts the control output signal into a high-voltage, high-current pulse to control the gate of the MOSFET or IGBT; the comparator core logic of the TI chip can be written to the chip through external programming. The bottom of the TI chip is its protection features, including overcurrent monitoring, temperature sensor, and voltage monitoring.

[0061] In TI chips, OCP stands for over-current protection and VCP stands for voltage clamping protection.

[0062] Preferably, the platform connects the IN1 pin of the TI chip through the power control communication module CM, so that the logic control CoreLogic is affected by the platform when performing power control, that is, the orderly charging strategy of the platform is used for charging. The host obtains the local transformer margin information and alarm threshold in a cycle of 5 minutes / time. When the user chooses slow charging, the vehicle control device VCU sends a battery status message to the off-board control device MCU, which will increase the local transformer load. The off-board control device MCU sends a charging status message to the platform through the power control communication module CM. The platform performs logical judgment, sets the distribution transformer load threshold and the charging load ratio threshold according to the transformer operation status, executes the power control strategy, and sets the power control when the grid distribution transformer load is greater than 80% or the charging load is greater than 40% of the distribution transformer load.

[0063] The power control strategy includes judging whether the distribution transformer load exceeds the distribution transformer load threshold after the integrated power grid and charging pile load and charging power data are transmitted: when the distribution transformer load does not exceed the distribution transformer load threshold, there is no need to execute the power control strategy; when the distribution transformer load exceeds the distribution transformer load threshold, it is judged whether the charging load exceeds the proportion threshold: when the charging load does not exceed the proportion threshold, there is no need to execute the power control strategy; when the charging load exceeds the proportion threshold, it is necessary to execute the charging pile power automatic control strategy to judge the transformer type. When the transformer is a public transformer, the charging pile is generally a private AC charging pile, and the equipment start and stop method is selected for control; when the transformer is a special transformer, the charging pile type is judged. If the charging pile type is an AC charging pile, the equipment start and stop method is selected for control; when the charging pile type is a DC charging pile, it is selected to control according to the charging pile power voltage drop method.

[0064] The platform sends a power control signal to the off-board control device MCU through the power control communication module CM, that is, the half-bridge rectifier circuit BDC connected to the OUT1 and OUT2 pins of the TI chip controls the first switch K1 and the second switch K2, and the first switch K1 and the second switch K2 are regularly switched according to the PWM modulation signal of the half-bridge rectifier circuit BDC. Figure 4 As shown, by changing the duty cycle of the DC current through the half-bridge rectifier circuit BDC, different output voltage signals can be controlled, that is, the DC output power adjustment. If full power output is required, that is, the half-bridge rectifier circuit BDC outputs a voltage of 5V. For example, the distribution load exceeds 80% of the transformer. Because the load increases, the power is reduced, and the output voltage is controlled to output 75% of the full voltage, that is, 3.5V. If the load increases further, the appropriate voltage signal is output according to the amount of the load, thereby satisfying the charging of multiple loads.

[0065] In summary, if users accept platform control, then charging piles can be connected to public transformers (corresponding charging piles need to build dedicated distribution transformers). In this way, investment can be reduced, more charging piles can be arranged, and existing distribution transformers can be used to improve equipment utilization. Correspondingly, charging service fees can be reduced during charging. For charging users, it is a sacrifice of convenience (the charging speed may be slower during periods of tight power grids) in exchange for the possibility of low-cost charging.

[0066] Importantly, it should be noted that the construction and arrangement of the present application shown in a number of different exemplary embodiments are only exemplary. Although only a few embodiments are described in detail in this disclosure, it should be readily understood by those who refer to this disclosure that many modifications are possible (e.g., the size, scale, structure, shape and proportion of various elements, as well as parameter values ​​(e.g., temperature, pressure, etc.), mounting arrangements, use of materials, color, changes in orientation, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in the application. For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of the element may be inverted or otherwise changed, and the nature or number or position of the discrete element may be changed or changed. Therefore, all such modifications are intended to be included in the scope of the present utility model. The order or sequence of any process or method steps may be changed or reordered according to alternative embodiments. In the claims, any "device plus function" clause is intended to cover the structure described herein that performs the function, and is not only structurally equivalent but also an equivalent structure. Without departing from the scope of the present invention, other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the exemplary embodiments. Therefore, the present invention is not limited to a specific embodiment, but extends to various modifications that still fall within the scope of the appended claims.

[0067] Additionally, in order to provide a concise description of example embodiments, all features of an actual embodiment may not be described (ie, those features that are not relevant to the best mode presently contemplated for carrying out the invention or those that are not relevant to implementing the invention).

[0068] It will be appreciated that in the development of any actual implementation, as in any engineering or design project, numerous implementation-specific decisions may be made. Such a development effort may be complex and time-consuming, but will be a routine task of design, fabrication, and production for those of ordinary skill having the benefit of this disclosure without undue experimentation.

[0069] It should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A componentized intelligent control terminal supporting orderly power consumption, characterized in that: include, The interface unit (100) comprises seven interfaces ① to ⑦; A control unit (200) comprises an off-vehicle control device MCU, a power control communication module CM, a first switch (K1) and a second switch (K2), wherein the power control communication module CM and the off-vehicle control device MCU are bidirectionally interactively controlled, the first switch (K1) is connected to a first interface, and the second switch (K2) is connected to a second interface; A vehicle unit (300) comprises a vehicle control device VCU, a third switch (K3) and a fourth switch (K4), wherein the vehicle control device VCU and an off-vehicle control device MCU are bidirectionally interactively controlled, the third switch (K3) is connected to a first interface, and the fourth switch (K4) is connected to a second interface.

2. The componentized intelligent control terminal supporting orderly power consumption according to claim 1, characterized in that: The two ends of the ③ interface are connected to the equipment ground and the vehicle body ground respectively, and the two ends of the ④ interface and the ⑤ interface are connected to the non-vehicle control device MCU and the vehicle control device VCU respectively.

3. The componentized intelligent control terminal supporting orderly power consumption according to claim 2, characterized in that: The third switch (K3) and the fourth switch (K4) are connected to the battery pack BP at a side away from the interface.

4. The componentized intelligent control terminal supporting orderly power consumption according to claim 3, characterized in that: The first resistor (R1) and the second resistor (R2) are respectively connected in parallel to the side of the third interface close to the equipment ground, and the third resistor (R3) is connected in parallel to the side of the third interface close to the vehicle body ground. The third resistor (R3) is connected to the non-vehicle control device MCU after being connected to the first resistor (R1) through the sixth interface.

5. The componentized intelligent control terminal supporting orderly power consumption according to claim 4, characterized in that: A power switch (S) is provided at one end of the first resistor (R1).

6. The componentized intelligent control terminal supporting orderly power consumption according to claim 5, characterized in that: The other end of the second resistor (R2) is connected to the vehicle control unit VCU via the seventh interface.

7. The componentized intelligent control terminal supporting orderly power consumption according to claim 6, characterized in that: The non-vehicle control device MCU is provided with a first switch (K1) and a second switch (K2) inside, and the vehicle control device VCU controls the switching of a third switch (K3) and a fourth switch (K4).

8. The componentized intelligent control terminal supporting orderly power consumption according to claim 7, characterized in that: The off-vehicle control device MCU is also connected to an electronic lock Lock.

9. The componentized intelligent control terminal supporting orderly power consumption according to claim 8, characterized in that: The IN1 pin of the non-vehicle control device MCU is connected to the power control communication module CM, and the IN2 pin is connected to the vehicle control unit VCU.

10. The componentized intelligent control terminal supporting orderly power consumption according to claim 9, characterized in that: The OUT1 pin and the OUT2 pin of the non-vehicle-mounted control device MCU are respectively connected to two ends of the half-bridge rectifier circuit BDC.

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