Charging vehicle limiting control device and charging system

Abstract

The utility model provides a charging vehicle limiting control device and a charging system. The charging vehicle limiting control device comprises an in-place trigger assembly, a limiting control circuit and a limiting execution assembly. The limiting control circuit is connected with the in-place trigger assembly, the limiting execution assembly and power supply equipment in the charging area. And the limiting control circuit is used for outputting a control signal to the limiting execution assembly according to the working state of the in-place triggering assembly and the working state of the power supply equipment so as to control the limiting execution assembly to limit and release the charging vehicle entering the charging area. The charging vehicle can be controlled to be limited and released according to the working state of the in-place triggering assembly and the working state of the power supply equipment, so that the problem that the vehicle can freely enter and exit a charging area in the charging link and is not safe and reliable enough is solved; the potential safety hazard caused by the fact that a user forgets to pull out the charging gun and directly controls the vehicle to run after the vehicle is charged is reduced, and the safety and reliability of the vehicle charging link are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle charging, and in particular to a charging vehicle limit control device and a charging system. Background Art

[0002] With the increasing popularity of new energy vehicles, the safety of new energy vehicles has received more and more attention. The power battery is the core part of new energy vehicles, which can provide kinetic energy for vehicle operation. The charging of power batteries is an indispensable part of the use of new energy vehicles, and the safety of the charging process is crucial.

[0003] In actual applications, since vehicles can freely enter and exit the charging area during the charging process, after the vehicle is charged, the user may forget to unplug the charging gun and directly drive the vehicle. This behavior will not only damage the charging pile and the vehicle, but may also cause harm to surrounding objects and people, posing a major safety hazard. Utility Model Content

[0004] The utility model provides a charging vehicle limit control device and a charging system, which are used to solve the defect of the prior art that vehicles can freely enter and exit the charging area during the charging process, which is not safe and reliable enough.

[0005] On the one hand, the utility model provides a charging vehicle limit control device, including: an entry trigger component, a limit control circuit and a limit execution component;

[0006] The limit control circuit is respectively connected to the entry trigger component, the limit execution component and the power supply equipment in the charging area;

[0007] The limit control circuit is used to output a control signal to the limit execution component according to the working state of the entry trigger component and the working state of the power supply device, so as to control the limit execution component to limit and release charging vehicles entering the charging area.

[0008] According to the charging vehicle limit control device provided by the utility model, the limit control circuit includes: a vehicle entry detection subcircuit, a state detection subcircuit and a limit control subcircuit;

[0009] The vehicle entry detection subcircuit is connected to the entry trigger component, the state detection subcircuit is respectively connected to the power supply device, the vehicle entry detection subcircuit and the limit control subcircuit, and the limit control subcircuit is connected to the limit execution component;

[0010] The vehicle entry detection subcircuit is used to output an entry detection signal to the state detection subcircuit according to the working state of the entry trigger component;

[0011] The state detection subcircuit is used to output a state result signal to the limit control subcircuit according to the working state of the power supply device and the level state of the in-position detection signal;

[0012] After receiving the status result signal, the limit control subcircuit outputs a control signal to the limit execution component.

[0013] According to the charging vehicle limit control device provided by the utility model, the limit execution assembly includes: a limit drive motor, a release drive motor and an action execution member, and the limit drive motor and the release drive motor are both connected to the action execution member;

[0014] The limit control subcircuit comprises: a first control module and a second control module;

[0015] The first control module is connected to the limit drive motor, the second control module is connected to the release drive motor, and both the first control module and the second control module are connected to the state detection subcircuit.

[0016] According to the charging vehicle limit control device provided by the utility model, the first control module includes: a first MOS tube, a first optical coupler switch, a first limit switch and a first diode;

[0017] The first end of the first MOS tube is connected to the state detection sub-circuit, the second end of the first MOS tube is connected to the first optocoupler switch, the third end of the first MOS tube is connected to the second control module, the first limit switch and the first diode are connected in parallel to form a first parallel branch, one end of the first parallel branch is connected to the first optocoupler switch, and the other end of the first parallel branch is connected to the limit drive motor.

[0018] According to the charging vehicle limit control device provided by the utility model, the second control module includes: a second MOS tube, a second optical coupler switch, a second limit switch and a second diode;

[0019] The first end of the second MOS tube is connected to the state detection sub-circuit, the second end of the second MOS tube is connected to the second optocoupler switch, the third end of the second MOS tube is connected to the first control module, and the second optocoupler switch and the second parallel branch formed by the second limit switch and the second diode in parallel are all connected to the release drive motor.

[0020] According to the charging vehicle limit control device provided by the utility model, the state detection subcircuit includes: a first state detection module and a second state detection module;

[0021] The first state detection module is respectively connected to the vehicle entry detection subcircuit, the power supply device and the first control module;

[0022] The second state detection module is respectively connected to the vehicle entry detection sub-circuit, the power supply device and the second control module.

[0023] According to the charging vehicle position limiting control device provided by the utility model, the power supply equipment includes: a charger, a movable track for the charger to move, and an electromagnetic brake assembly installed on the movable track to limit the charger;

[0024] The first state detection module includes: a first AND gate, an operational amplifier, a first inverter and a second AND gate;

[0025] The first input end of the first AND gate is connected to the vehicle entry detection subcircuit, the second input end of the first AND gate is connected to the electrical connection output end of the charger, the output end of the first AND gate is connected to the electromagnetic brake component, the input end of the operational amplifier is connected to the electromagnetic brake component, the output end of the operational amplifier is connected to the first inverter, the first inverter is connected to the first input end of the second AND gate, the second input end of the second AND gate is connected to the physical connection output end of the charger, and the output end of the second AND gate is connected to the first control module.

[0026] According to the charging vehicle limit control device provided by the utility model, the second state detection module includes: a first OR gate, a second inverter and a second OR gate;

[0027] The first input end of the first OR gate is connected to the physical connection output end of the charger in the power supply device, the second input end of the first OR gate is connected to the electrical connection output end of the charger in the power supply device, the output end of the first OR gate is connected to the second inverter, the second inverter is connected to the first input end of the second OR gate, the second input end of the second OR gate is connected to the vehicle entry detection subcircuit, and the output end of the second OR gate is connected to the second control module.

[0028] According to the charging vehicle position limiting control device provided by the utility model, the position entry trigger component includes: a first photoelectric sensor and a second photoelectric sensor;

[0029] The first photoelectric sensor is arranged on a side of the charging area close to the power supply device, and the second photoelectric sensor is arranged on a side of the charging area close to the vehicle entrance and exit;

[0030] The vehicle entry detection subcircuit comprises: a third inverter, a third AND gate, a third OR gate and a fourth inverter;

[0031] The first input end of the third AND gate is connected to the first photoelectric sensor, the third inverter is connected to the second photoelectric sensor and the second input end of the third AND gate respectively, and the output end of the third AND gate is connected to the first state detection module;

[0032] The first input end of the third OR gate is connected to the second photoelectric sensor, the second input end of the third OR gate is connected to the first photoelectric sensor, the output end of the third OR gate is connected to the fourth inverter, and the fourth inverter is connected to the second state detection module.

[0033] On the other hand, the utility model further provides a charging system, comprising: any one of the above-mentioned charging vehicle limit control devices.

[0034] The charging vehicle limit control device and charging system provided by the utility model cooperate with each other through the work between the position trigger component, the limit control circuit and the limit execution component. The limit control circuit can output a control signal to the limit execution component according to the working state of the position trigger component and the working state of the power supply device, so as to control the limit execution component to restrict and release the charging vehicles entering the charging area. Since the charging vehicles can be restricted and released according to the working state of the position trigger component and the working state of the power supply device, the problem that the vehicles can freely enter and exit the charging area during the charging process but are not safe and reliable can be solved, and the potential safety hazards caused by the user forgetting to pull out the charging gun and directly operating the vehicle to drive after the vehicle is charged can be reduced, thereby improving the safety and reliability of the vehicle charging process. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0036] Figure 1 It is a structural schematic diagram of a charging vehicle limit control device provided by an embodiment of the utility model;

[0037] Figure 2 It is a structural diagram of an entry trigger component, a limit execution component and a power supply device in a specific example;

[0038] Figure 3 It is a circuit principle diagram of the limit control circuit. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical solution and advantages of the utility model clearer, the technical solution of the utility model will be described clearly and completely in conjunction with the drawings in the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0040] Combine the following Figures 1 to 3 The detailed scheme of the charging vehicle limit control device and the charging system provided by the embodiment of the utility model is described.

[0041] Figure 1 It is a structural schematic diagram of a charging vehicle limit control device provided in an embodiment of the utility model.

[0042] like Figure 1 As shown, the charging vehicle limit control device provided by the embodiment of the utility model specifically includes: an entry trigger component 110, a limit control circuit 120 and a limit execution component 130.

[0043] The limit control circuit 120 is respectively connected to the entry trigger component 110 , the limit execution component 130 and the power supply device 140 in the charging area 100 .

[0044] The limit control circuit 120 is used to output a control signal to the limit execution component 130 according to the working state of the entry trigger component 110 and the working state of the power supply device 140, so as to control the limit execution component 130 to restrict or release charging vehicles entering the charging area 100.

[0045] In this embodiment, the in-position trigger component 110 should at least be arranged in the effective parking area of ​​the charging vehicle in the charging area 100, so as to detect whether there is a charging vehicle parked in the effective parking area. In some embodiments, the in-position trigger component 110 can be composed of one or more photoelectric sensors.

[0046] The position limit execution component 130 can be set at the vehicle entrance and exit of the charging area to control the entry and exit of the charging vehicle from the vehicle entrance and exit. In some embodiments, the position limit execution component 130 can be a lifting pile, a lifting fence, a lifting rod, etc., which can intercept or release the vehicle.

[0047] Figure 2 The structure of the in-position trigger component and the limit execution component is shown as an example. Figure 2As shown, the in-position trigger component includes a first photoelectric sensor 210 and a second photoelectric sensor 220. The first photoelectric sensor 210 is arranged on a side of the charging area 100 close to the power supply device, and the second photoelectric sensor 220 is arranged on a side of the charging area 100 close to the vehicle entrance. The first photoelectric sensor 210 is used to detect whether there is a charging vehicle parked in the effective parking area, and the second photoelectric sensor 220 is used to detect whether there is a charging vehicle passing by the vehicle entrance. When the charging vehicle is parked, the first photoelectric sensor 210 can detect a valid signal, but the second photoelectric sensor 220 cannot detect a valid signal.

[0048] like Figure 2 As shown, the limit execution assembly includes a plurality of lifting piles 240. Figure 2 Specifically, three lifting piles 240 are provided, and the three lifting piles 240 move synchronously and can be raised or lowered synchronously.

[0049] In one embodiment, see Figure 3 The limit control circuit specifically includes: a vehicle entry detection subcircuit 310, a state detection subcircuit 320 and a limit control subcircuit 330.

[0050] The vehicle entry detection subcircuit 310 is connected to the entry trigger component, the state detection subcircuit 320 is respectively connected to the power supply equipment, the vehicle entry detection subcircuit 310 and the limit control subcircuit 330, and the limit control subcircuit 330 is connected to the limit execution component.

[0051] The vehicle entry detection subcircuit 310 is used to output an entry detection signal to the state detection subcircuit 320 according to the working state of the entry trigger component.

[0052] The state detection subcircuit 320 is used to output a state result signal to the limit control subcircuit 330 according to the working state of the power supply device and the level state of the in-position detection signal.

[0053] After receiving the status result signal, the limit control subcircuit 330 outputs a control signal to the limit execution component.

[0054] It should be noted that, in this embodiment, the in-place detection signal, the status result signal and the control signal are essentially level signals. The level state of the in-place detection signal can indicate whether there is a charging vehicle parked in the effective parking area. The working state of the in-place trigger component specifically refers to whether the in-place trigger component detects a valid signal, and the working state of the power supply device specifically refers to the electrical connection state and the physical connection state of the power supply device. The electrical connection state can indicate whether the power supply device has output current, and the physical connection state can indicate whether the charging gun is successfully connected.

[0055] In one embodiment, see Figure 3The limit execution component specifically includes: a limit drive motor M1, a release drive motor M2 and an action execution component. The limit drive motor M1 and the release drive motor M2 are both connected to the action execution component.

[0056] The limit control subcircuit 330 specifically includes: a first control module 3301 and a second control module 3302 .

[0057] The first control module 3301 is connected to the limit driving motor M1 , the second control module 3302 is connected to the release driving motor M2 , and both the first control module 3301 and the second control module 3302 are connected to the state detection sub-circuit 320 .

[0058] In this embodiment, the limit drive motor M1 can drive the action actuator to run by forward rotation to limit the charging vehicle. For example, if the action actuator is a lifting pile, the limit drive motor can drive the lifting pile to rise. The release drive motor M2 can drive the action actuator to run by reverse rotation to release the charging vehicle. For example, if the action actuator is a lifting pile, the release drive motor can drive the lifting pile to descend.

[0059] The first control module 3301 is mainly used to output a first control sub-signal. When the level state of the first control sub-signal is valid, the limit drive motor M1 can be controlled to run, thereby achieving the purpose of limiting the charging vehicle.

[0060] The second control module 3302 is mainly used to output a second control sub-signal. When the level state of the second control sub-signal is valid, the release drive motor M2 can be controlled to run, thereby achieving the purpose of releasing the charging vehicle.

[0061] It can be understood that the first control sub-signal and the second control sub-signal are control signals.

[0062] In one embodiment, see Figure 3 The first control module 3301 specifically includes: a first MOS tube Q1, a first optical coupler switch K1, a first limit switch S1 and a first diode D1.

[0063] The first end of the first MOS tube Q1 is connected to the state detection subcircuit 320, the second end of the first MOS tube Q1 is connected to the first optocoupler switch K1, the third end of the first MOS tube Q1 is connected to the second control module 3302, the first limit switch S1 and the first diode D1 are connected in parallel to form a first parallel branch, one end of the first parallel branch is connected to the first optocoupler switch K1, and the other end of the first parallel branch is connected to the limit drive motor M1.

[0064] In one embodiment, see Figure 3The second control module 3302 specifically includes: a second MOS tube Q2, a second optocoupler switch K2, a second limit switch S2 and a second diode D2.

[0065] The first end of the second MOS tube Q2 is connected to the state detection subcircuit 320, the second end of the second MOS tube Q2 is connected to the second optocoupler switch K2, the third end of the second MOS tube Q2 is connected to the first control module 3301, and the second parallel branch formed by the second optocoupler switch K2 and the second limit switch S2 and the second diode D2 in parallel is connected to the release drive motor M2.

[0066] In some embodiments, a fifth inverter F5 may be provided between the third end of the first MOS tube Q1 and the first end of the second MOS tube Q2 in the second control module 3302, and a sixth inverter F6 may be provided between the third end of the second MOS tube Q2 and the second end of the first MOS tube Q1, thereby preventing the limit drive motor M1 and the release drive motor M2 from operating simultaneously.

[0067] Only when the release drive motor M2 does not meet the working conditions and the fifth inverter F5 outputs a high level signal, the first MOS tube Q1 will be turned on, thereby controlling the limit drive motor M1 to work.

[0068] Similarly, only when the limit drive motor M1 does not meet the working conditions and the sixth inverter F6 outputs a high level signal, the second MOS tube Q2 will be turned on, thereby controlling the release drive motor M2 to work.

[0069] In one embodiment, see Figure 3 The state detection subcircuit 320 includes: a first state detection module 3201 and a second state detection module 3202 .

[0070] The first state detection module 3201 is connected to the vehicle entry detection subcircuit 310 , the power supply device and the first control module 3301 respectively.

[0071] The second state detection module 3202 is connected to the vehicle entry detection subcircuit 310 , the power supply device and the second control module 3302 respectively.

[0072] In this embodiment, the first state detection module 3201 is mainly used to output a first state sub-signal to the first control module 3301 according to the charging vehicle's position and the connection status of the power supply device, so as to control the limit drive motor M1.

[0073] The second state detection module 3302 is mainly used to output a second state sub-signal to the second control module 3302 according to the charging vehicle's parking condition and the connection condition of the power supply equipment, so as to realize the control of the release drive motor M2.

[0074] It can be understood that the first state sub-signal and the second state sub-signal are state result signals.

[0075] In the examples, see Figure 2 The power supply equipment specifically includes: a charger 240, a moving track 250 for the charger to move, and an electromagnetic brake assembly 260 installed on the moving track 250 to limit the charger 240.

[0076] See also Figure 3 The first state detection module 3201 specifically includes: a first AND gate U1, an operational amplifier U2, a first inverter F1 and a second AND gate U3.

[0077] The first input end of the first AND gate U1 is connected to the vehicle entry detection subcircuit 310, the second input end of the first AND gate U1 is connected to the electrical connection output end of the charger 240, the output end of the first AND gate U1 is connected to the electromagnetic brake assembly 260, the input end of the operational amplifier U2 is connected to the electromagnetic brake assembly 260, the output end of the operational amplifier U2 is connected to the first inverter F1, the first inverter F1 is connected to the first input end of the second AND gate U3, the second input end of the second AND gate U3 is connected to the physical connection output end of the charger 240, and the output end of the second AND gate U3 is connected to the first control module 3301.

[0078] In a specific implementation, see Figure 2 and Figure 3 The electromagnetic brake assembly 260 specifically includes: a card slot 2601, a brake pin P1, an electromagnetic coil L1, a manual switch S3, a third optical coupler switch K3 and a detection resistor R1.

[0079] The card slot 2601 is installed in the movable track 250, the brake pin P1 is inserted into the card slot 2601, the electromagnetic coil L1 is arranged on the side close to the brake pin P1, the manual switch S3 is connected to the electromagnetic coil L1, and the third optical coupler switch K3 is respectively connected to the manual switch S3 and the detection resistor R1.

[0080] The output end of the first AND gate U1 is connected to the third optical coupler switch K3 , the first input end of the operational amplifier U2 is connected to the first end of the detection resistor R1 , and the second input end of the operational amplifier U2 is connected to the second end of the detection resistor R1 .

[0081] In this embodiment, the charger 240 can move along the moving track 250, and after moving to a suitable position, it is limited by the electromagnetic brake assembly 260. When the electromagnetic coil L1 is not energized, the brake pin P1 is inserted into the card slot 2601 to lock the charger 240. When the electromagnetic coil L1 is energized, the brake pin P1 can be attracted, so that the brake pin P1 is separated from the card slot 2601 to achieve the purpose of unlocking. In practical applications, the manual switch S3 and the third optical coupler switch K3 can be used to control the electromagnetic coil L1 to be energized or de-energized.

[0082] In some embodiments, see Figure 3 The electromagnetic brake assembly 260 also includes an unlocking indicator light LED and a current limiting resistor R2. The unlocking indicator light LDE and the current limiting resistor R2 are connected in series to form a series branch, and the series branch is connected in parallel with the electromagnetic coil L1.

[0083] It is understandable that the unlock indicator light LDE can be turned on when the brake pin P1 is disengaged from the slot 2601, that is, the unlocking action is completed, and can be turned off when the brake pin P1 falls back into the slot 2601, that is, the locking action is completed.

[0084] Figure 2 The movable track 250 shown is a U-shaped track, and the charger 240 can move freely on the movable track 250 to charge the charging vehicle at a suitable location.

[0085] In some embodiments, when the power supply device only includes a charger, the first state detection module specifically includes: a first AND gate and a second AND gate;

[0086] The first input end of the first AND gate is connected to the vehicle entry detection subcircuit, the second input end of the first AND gate is connected to the electrical connection output end of the charger, and the output end of the first AND gate is connected to the first input end of the second AND gate.

[0087] The second input end of the second AND gate is connected to the physical connection output end of the charger, and the output end of the second AND gate is connected to the first control module.

[0088] In one embodiment, see Figure 3 The second state detection module 3202 specifically includes: a first OR gate U4, a second inverter F2 and a second OR gate U5.

[0089] The first input end of the first OR gate U4 is connected to the physical connection output end of the charger 240 in the power supply device, the second input end of the first OR gate U4 is connected to the electrical connection output end of the charger 240 in the power supply device, the output end of the first OR gate U4 is connected to the second inverter F2, the second inverter F2 is connected to the first input end of the second OR gate U5, the second input end of the second OR gate U5 is connected to the vehicle entry detection subcircuit 310, and the output end of the second OR gate U5 is connected to the second control module 3302.

[0090] In one embodiment, see Figure 3 The in-position trigger component specifically includes: a first photoelectric sensor 210 and a second photoelectric sensor 220 .

[0091] The first photoelectric sensor 210 is disposed on a side of the charging area close to the power supply device, and the second photoelectric sensor 220 is disposed on a side of the charging area close to the vehicle entrance and exit.

[0092] The vehicle entry detection subcircuit specifically includes: a third inverter F3, a third AND gate U6, a third OR gate U7 and a fourth inverter F4.

[0093] The first input end of the third AND gate U6 is connected to the first photoelectric sensor 210 , the third inverter F3 is connected to the second photoelectric sensor 220 and the second input end of the third AND gate U6 respectively, and the output end of the third AND gate U6 is connected to the first state detection module 3201 .

[0094] The first input end of the third OR gate U7 is connected to the second photoelectric sensor 220 , the second input end of the third OR gate U7 is connected to the first photoelectric sensor 210 , the output end of the third OR gate U7 is connected to the fourth inverter F4 , and the fourth inverter F4 is connected to the second state detection module 3202 .

[0095] In this embodiment, the third AND gate U6 can output the first in-position detection sub-signal to the first state detection module 3201 according to the working state of the first photoelectric sensor 210 and the second photoelectric sensor 220, and the third OR gate U7 can output the second in-position detection sub-signal according to the working state of the first photoelectric sensor 210 and the second photoelectric sensor 220, and give it to the second state detection module 3202 after being inverted by the fourth inverter F4.

[0096] It can be understood that the first in-position detection sub-signal and the second in-position detection sub-signal are in-position detection signals.

[0097] Combine the following Figure 2 and Figure 3 The specific working process of the charging vehicle limit control device provided in this embodiment is described as follows:

[0098] During the process of detecting the parking position of the charging vehicle, if the first photoelectric sensor 210 is blocked, a high-level signal is output; if the second photoelectric sensor 220 is not blocked, a low-level signal is output, and then the third inverter F3 outputs a high-level signal, and the third AND gate U6 outputs a high-level signal, that is, the first parking position detection sub-signal is a high-level signal. At this time, it can be determined that the charging vehicle has parked.

[0099] When the electromagnetic brake assembly 260 is unlocked and the mobile charger 240 is performing the gun insertion operation, the user swipes the card to start charging. At this time, the electrical connection output end of the charger 240 is a high-level signal, and the signal and the high-level signal output by the third AND gate U6 are still output as a high-level signal after passing through the first AND gate U1. At this time, the third optocoupler switch K3 is turned on, and then the user presses the manual switch S3, then the circuit where the electromagnetic coil L1 is located is energized, and the electromagnetic coil L1 generates a strong magnetic attraction to the brake pin P1, and the brake pin P1 is separated from the card slot 2601, and the unlocking indicator LED lights up. At this time, the user can move the charger 240 to a suitable position (i.e., a position close to the car charging port) by moving the track 250, and then perform the gun insertion action. After the charging gun is connected, press the manual switch S3 again, the circuit where the electromagnetic coil L1 is located is powered off, the magnetism of the electromagnetic coil L1 disappears, the brake pin P1 falls back into the card slot 2601, the unlocking indicator LED goes out, and the charger 240 is locked again to prevent the charger 240 from moving at will during the charging process, affecting the charging stability.

[0100] When it is detected that the charging gun is successfully connected, the limit drive motor M1 works to limit the charging vehicle. After the line where the electromagnetic coil L1 is located is powered off, the voltage difference across the detection resistor R1 is 0, and the operational amplifier U2 outputs a low-level signal, then the first inverter F1 outputs a high-level signal. At this time, the physical connection output end of the charger 240 outputs a high-level signal, and the second AND gate U3 outputs a high-level signal. The first MOS tube Q1 and the first optocoupler switch K1 are turned on. Among them, the first limit switch is S1, which is a touch switch, and the first diode D1 is an ordinary diode. After the drive circuit is powered on, the current flows as follows Figure 3 As shown in the direction of the middle arrow, the first limit switch S1 is normally closed, short-circuiting the first diode D1, and the current flows directly through the switch, and the limit drive motor M1 rotates forward to drive the lifting pile to rise. When the limit drive motor M1 rotates forward to the limit position and hits the first limit switch S1, the first limit switch S1 is disconnected from the normally closed position. At this time, the cathode of the first diode D1 is connected to the Vcc terminal, and the current cannot pass through the first diode D1. At this time, the limit drive motor M1 stops rotating, and the lifting pile rises to the position, so as to achieve the purpose of limiting the charging vehicle.

[0101] When charging is completed, the charging gun is pulled out, and the release drive motor M2 works to release the charging vehicle. After charging is completed, the charging gun is pulled out, and the electrical connection output end and the physical connection output end of the charger 240 are both low-level signals, then the first OR gate U4 outputs a low-level signal, and then passes through the second inverter F2 and the second OR gate U5 to output a high-level signal. At this time, the second MOS tube Q2 and the second optical coupler switch K2 are turned on, wherein the second limit switch S2 is a touch switch, and the second diode D2 is an ordinary diode. After the drive circuit is powered on, the current flows to Figure 3As shown in the direction of the middle arrow, the second limit switch S2 is normally closed, short-circuiting the second diode D2, and the current flows directly through the switch, and the release drive motor M2 reverses to drive the lifting pile to descend. When the release drive motor M2 reverses to the limit position and hits the second limit switch S2, the second limit switch S2 is disconnected from the normally closed position. At this time, the cathode of the second diode D2 is connected to the Vcc terminal, and the current cannot flow through the second diode D2. At this time, the release drive motor M2 stops, the lifting pile descends to the position, and the charging vehicle can leave the charging parking space, thereby achieving the purpose of releasing the charging vehicle.

[0102] When there is no vehicle parked in the charging parking space, the first photoelectric sensor 210 and the second photoelectric sensor 220 are not blocked, and the signals VoutA and VoutB are both low-level signals, which are output as high-level signals after passing through the third OR gate U7, the fourth inverter F4 and the second OR gate U5. Similarly, the second MOS tube Q2 and the second optical coupler switch K2 can also be turned on to drive the release drive motor M2 to work. At this time, when there is no vehicle parked in the charging parking space, the lifting pile is maintained in the lowered state.

[0103] In addition, the embodiment of the utility model further provides a charging system, which includes: the charging vehicle limit control device provided in the above embodiments. Through the cooperation of the charging vehicle limit control device and the power supply equipment of the charging system itself, the charging vehicle can be reasonably controlled to limit and release according to the actual situation, so as to ensure the safety of the vehicle charging process.

[0104] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the utility model.

Claims

1. A charging vehicle limit control device, characterized in that: include: In-position trigger component, limit control circuit and limit execution component; The limit control circuit is respectively connected to the entry trigger component, the limit execution component and the power supply equipment in the charging area; The limit control circuit is used to output a control signal to the limit execution component according to the working state of the entry trigger component and the working state of the power supply device, so as to control the limit execution component to limit and release charging vehicles entering the charging area.

2. The charging vehicle position limiting control device according to claim 1, characterized in that: The limit control circuit comprises: a vehicle entry detection subcircuit, a state detection subcircuit and a limit control subcircuit; The vehicle entry detection subcircuit is connected to the entry trigger component, the state detection subcircuit is respectively connected to the power supply device, the vehicle entry detection subcircuit and the limit control subcircuit, and the limit control subcircuit is connected to the limit execution component; The vehicle entry detection subcircuit is used to output an entry detection signal to the state detection subcircuit according to the working state of the entry trigger component; The state detection subcircuit is used to output a state result signal to the limit control subcircuit according to the working state of the power supply device and the level state of the in-position detection signal; After receiving the status result signal, the limit control subcircuit outputs a control signal to the limit execution component.

3. The charging vehicle position limiting control device according to claim 2, characterized in that: The limit execution assembly comprises: a limit drive motor, a release drive motor and an action execution member, wherein the limit drive motor and the release drive motor are both connected to the action execution member; The limit control subcircuit includes: a first control module and a second control module; The first control module is connected to the limit drive motor, the second control module is connected to the release drive motor, and both the first control module and the second control module are connected to the state detection subcircuit.

4. The charging vehicle position limiting control device according to claim 3, characterized in that: The first control module includes: a first MOS tube, a first optocoupler switch, a first limit switch and a first diode; The first end of the first MOS tube is connected to the state detection sub-circuit, the second end of the first MOS tube is connected to the first optocoupler switch, the third end of the first MOS tube is connected to the second control module, the first limit switch and the first diode are connected in parallel to form a first parallel branch, one end of the first parallel branch is connected to the first optocoupler switch, and the other end of the first parallel branch is connected to the limit drive motor.

5. The charging vehicle position limiting control device according to claim 3, characterized in that: The second control module includes: a second MOS tube, a second optocoupler switch, a second limit switch and a second diode; The first end of the second MOS tube is connected to the state detection sub-circuit, the second end of the second MOS tube is connected to the second optocoupler switch, the third end of the second MOS tube is connected to the first control module, and the second optocoupler switch and the second parallel branch formed by the second limit switch and the second diode in parallel are all connected to the release drive motor.

6. The charging vehicle position limiting control device according to claim 3, characterized in that: The state detection subcircuit comprises: a first state detection module and a second state detection module; The first state detection module is respectively connected to the vehicle entry detection subcircuit, the power supply device and the first control module; The second state detection module is respectively connected to the vehicle entry detection sub-circuit, the power supply device and the second control module.

7. The charging vehicle position limiting control device according to claim 6, characterized in that: The power supply equipment comprises: a charger, a movable track for the charger to move, and an electromagnetic brake assembly installed on the movable track to limit the charger; The first state detection module includes: a first AND gate, an operational amplifier, a first inverter and a second AND gate; The first input end of the first AND gate is connected to the vehicle entry detection subcircuit, the second input end of the first AND gate is connected to the electrical connection output end of the charger, the output end of the first AND gate is connected to the electromagnetic brake component, the input end of the operational amplifier is connected to the electromagnetic brake component, the output end of the operational amplifier is connected to the first inverter, the first inverter is connected to the first input end of the second AND gate, the second input end of the second AND gate is connected to the physical connection output end of the charger, and the output end of the second AND gate is connected to the first control module.

8. The charging vehicle position limiting control device according to claim 6, characterized in that: The second state detection module includes: a first OR gate, a second inverter and a second OR gate; The first input end of the first OR gate is connected to the physical connection output end of the charger in the power supply device, the second input end of the first OR gate is connected to the electrical connection output end of the charger in the power supply device, the output end of the first OR gate is connected to the second inverter, the second inverter is connected to the first input end of the second OR gate, the second input end of the second OR gate is connected to the vehicle entry detection subcircuit, and the output end of the second OR gate is connected to the second control module.

9. The charging vehicle position limiting control device according to claim 6, characterized in that: The in-position trigger component includes: a first photoelectric sensor and a second photoelectric sensor; The first photoelectric sensor is arranged on a side of the charging area close to the power supply device, and the second photoelectric sensor is arranged on a side of the charging area close to the vehicle entrance and exit; The vehicle entry detection subcircuit comprises: a third inverter, a third AND gate, a third OR gate and a fourth inverter; The first input end of the third AND gate is connected to the first photoelectric sensor, the third inverter is connected to the second photoelectric sensor and the second input end of the third AND gate respectively, and the output end of the third AND gate is connected to the first state detection module; The first input end of the third OR gate is connected to the second photoelectric sensor, the second input end of the third OR gate is connected to the first photoelectric sensor, the output end of the third OR gate is connected to the fourth inverter, and the fourth inverter is connected to the second state detection module.

10. A charging system, characterized in that: include: A charging vehicle position limiting control device as claimed in any one of claims 1 to 9.

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