Direct-current input type electric automobile charging equipment and photovoltaic electric automobile charging system

Abstract

The utility model discloses a DC input type electric automobile charging device and a photovoltaic electric automobile charging system. The charging equipment comprises a direct current input interface, a main loop circuit breaker, a plurality of DCDC modules, a plurality of charging guns with different standards, a plurality of first contactors corresponding to the plurality of charging guns, a plurality of control modules corresponding to the plurality of charging guns and used for controlling the first contactors, and the like. The direct-current input type electric automobile charging equipment can be directly connected to a light storage and charging system, so that the functions of generating electricity, storing electricity and charging an electric automobile are realized, and the direct-current input type electric automobile charging equipment is environment-friendly and energy-saving; a high-power inverter can be prevented from being added into the system, so that the failure rate of the whole system is greatly reduced, the electric energy loss of the system is reduced, and the stability of the system is improved; furthermore, the main loop of the electric vehicle charging equipment can realize high-power direct-current quick charging, and the secondary loop can realize low-power alternating-current slow charging, so that various charging requirements of users can be met.

Description

Technical Field

[0001] The utility model relates to the field of electric vehicle charging, in particular to a DC input type electric vehicle charging device and a photovoltaic electric vehicle charging system. Background Art

[0002] Existing electric vehicle charging devices are all AC input and cannot be directly used in a system with photovoltaic power generation devices and energy storage devices. Since both photovoltaic power generation and stored energy are direct current, an additional high-power inverter is required for the AC input charging device to convert direct current into alternating current. Only after inversion can the alternating current be input into the input charging device, and then the charging device converts it into direct current for use by a high-power charging gun. Extra power loss will occur during the conversion process, and at the same time, it will also increase the equipment cost and operation cost. When the electric vehicle charging device is combined with a photovoltaic power generation device and an energy storage device into a system, adding an additional high-power inverter will increase the system failure rate, which may lead to unstable system operation or even complete failure to operate.

[0003] The above information disclosed in this background section is only included to enhance the understanding of the background of the present disclosure, and thus may include information that does not form the prior art already known to those of ordinary skill in the art. Summary of the Utility Model

[0004] The technical problem to be solved by the utility model is to provide a DC input type electric vehicle charging device and a photovoltaic electric vehicle charging system in view of the above-mentioned defects of the prior art.

[0005] The technical solution adopted by the utility model to solve its technical problems is as follows:

[0006] On the one hand, a DC input type electric vehicle charging device is constructed, which includes a DC input interface for connecting to an external DC energy storage device and a main circuit connected to the DC input interface; the main circuit includes a main circuit breaker, a plurality of DCDC modules, a plurality of charging guns of different standards, a plurality of first contactors corresponding to the plurality of charging guns, and a plurality of control modules for controlling the first contactors corresponding to the plurality of charging guns;

[0007] The first end of the main circuit breaker is connected to the DC input interface, the input ends of the plurality of DCDC modules are connected in parallel and then connected to the second end of the main circuit breaker, the output ends of the plurality of DCDC modules are connected in parallel and then connected to the first end of each of the first contactors, the second end of the first contactor is connected to the corresponding charging gun, and the first contactor is used to close after the corresponding charging gun is connected to the vehicle-side fast charging port.

[0008] Further, in the DC input type electric vehicle charging device of the present utility model, it further includes at least one second contactor. The multiple DCDC modules are divided into multiple groups corresponding to the multiple charging guns, and each group of DCDC modules is composed of more than one DCDC module connected in parallel; the output ends of each group of DCDC modules are connected in parallel and then connected to the first end of the corresponding first contactor, and the output ends of the DCDC modules of adjacent groups are connected via the second contactor.

[0009] Further, in the DC input type electric vehicle charging device of the present utility model, it further includes a secondary circuit connected to the DC input interface. The secondary circuit includes a secondary circuit breaker, a low-power inverter module, a third contactor, and an inverter output breaker; the first end of the secondary circuit breaker is connected to the DC input interface, the input end of the low-power inverter module is connected to the second end of the secondary circuit breaker via the third contactor, the output end of the low-power inverter module is connected to the AC output control board via the inverter output breaker, and the third contactor is used to close when the AC output control board is connected to the vehicle-side slow charging port.

[0010] Further, in the DC input type electric vehicle charging device of the present utility model, the control module obtains power by connecting to the second end of the secondary circuit breaker via a DC switching power supply.

[0011] Further, in the DC input type electric vehicle charging device of the present utility model, it further includes a temperature sensor and a fan. The fan obtains power by connecting to the second end of the secondary circuit breaker via another DC switching power supply; one of the multiple control modules is the main control module, and the temperature sensor and the fan are respectively connected to the main control module. The main control module is used to start the fan when the temperature sensor detects overheating.

[0012] Further, in the DC input type electric vehicle charging device of the present utility model, a current sampling sensor is configured in the path between the inverter output breaker and the AC output control board, and a leakage detection sensor is configured in the output path of the AC output control board. The third contactor is used to disconnect when the current sampling sensor and the leakage detection sensor detect overcurrent and leakage.

[0013] Further, in the DC input type electric vehicle charging device of the present utility model, a fuse is connected in series in the path between the DC input interface and the main circuit breaker and the secondary circuit breaker, and a fuse is connected in series between the first end of the first contactor and the DCDC module.

[0014] Further, in the DC input type electric vehicle charging device of the present utility model, a DC lightning arrester is connected in parallel in the path between the main circuit breaker and the input ends of each of the DCDC modules.

[0015] Further, in the DC input type electric vehicle charging device of the present utility model, it further includes a shunt and an ammeter connected to the control module. The shunt is connected between the second end of the first contactor and the charging gun. Two current sampling ends of the ammeter are connected to both ends of the shunt for overcurrent detection. The first contactor is used to be disconnected in case of overcurrent.

[0016] On the second aspect, a photovoltaic electric vehicle charging system is constructed, which includes a photovoltaic panel, a photovoltaic power generation device, an energy storage device, and the DC input type electric vehicle charging device as described in any one of the preceding items, which are connected in sequence.

[0017] The DC input type electric vehicle charging device and the photovoltaic electric vehicle charging system of the present utility model have the following beneficial effects: The DC input type electric vehicle charging device of the present utility model can be directly connected to the optical storage charging system, and can form a set of system with the photovoltaic power generation device and the energy storage device, realizing the functions of power generation, power storage, and charging of electric vehicles, contributing to green development, environmental protection, and energy conservation; compared with the original scheme, it can avoid adding a high-power inverter to the system, greatly reducing the failure rate of the entire system, reducing the power loss of the system, and improving the stability of the system; further, the main circuit of the electric vehicle charging device can achieve high-power DC fast charging, and the secondary circuit can achieve low-power AC slow charging, which can meet various charging needs of users. Description of the Drawings

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required to be used in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts:

[0019] Figure 1 is a schematic structural diagram of the photovoltaic electric vehicle charging system of the present utility model;

[0020] Figure 2 is a schematic structural diagram of the DC input type electric vehicle charging device of the present utility model. Detailed Embodiments

[0021] For the convenience of understanding the present utility model, the present utility model will be described more comprehensively below with reference to the relevant drawings. The typical embodiments of the present utility model are shown in the drawings. However, the present utility model can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, these embodiments are provided to make the disclosure of the present utility model more thorough and comprehensive. It should be understood that the embodiments of the present utility model and the specific features in the embodiments are detailed descriptions of the technical solutions of the present application, rather than limitations on the technical solutions of the present application. Without conflict, the embodiments of the present utility model and the technical features in the embodiments can be combined with each other.

[0022] Referring to Figure 1 , the photovoltaic electric vehicle charging system of the present utility model includes a photovoltaic panel, a photovoltaic power generation device, an energy storage device, and a DC input type electric vehicle charging device connected in sequence. The photovoltaic power generation device and the energy storage device constitute a photovoltaic energy storage and charging system, which is existing and will not be elaborated here. The improvement of the present utility model lies in designing a DC input type electric vehicle charging device as shown in Figure 2 . Since it is DC input, it can be directly connected to the photovoltaic energy storage and charging system to charge the vehicle without additionally introducing a high-power inverter. At the same time, the electric vehicle charging device in this embodiment provides both DC and AC outputs. DC enables high-power fast charging, and AC enables low-power slow charging.

[0023] Referring to Figure 2 , the DC input type electric vehicle charging device in this embodiment mainly includes a DC input interface J1, a main circuit connected to the DC input interface J1, and a secondary circuit connected to the DC input interface J1. The DC input interface J1 is used to externally connect a DC energy storage device, such as a photovoltaic energy storage and charging system. The main circuit realizes high-power fast charging of DC, and the secondary circuit realizes low-power slow charging.

[0024] First, the main circuit is introduced. The main circuit includes a main circuit breaker, a plurality of DCDC modules, a plurality of charging guns of different standards, a plurality of first contactors corresponding to the plurality of charging guns, and a plurality of control modules for controlling the first contactors corresponding to the plurality of charging guns. The first end of the main circuit breaker is connected to the DC input interface J1. The input ends of the plurality of DCDC modules are connected in parallel and then connected to the second end of the main circuit breaker. The output ends of the plurality of DCDC modules are connected in parallel and then connected to the first end of each of the first contactors. Here, connecting in parallel at the input end or the output end means connecting together. The second end of the first contactor is connected to the corresponding charging gun. The first contactor is configured to close after the corresponding charging gun is connected to the vehicle-side fast charging port, specifically, it closes only after the corresponding charging gun is connected to the vehicle-side fast charging port and the vehicle-side starts charging.

[0025] Specifically, in this embodiment, the main circuit breaker QF1 itself has overload and short-circuit protection functions. There are two charging guns in total. The first CCS1 is a US standard gun, and the second is a NACS Tesla standard gun. The first contactors corresponding to CCS1 are KM11 and KM12. KM11 is connected in series in the path between the positive pole of the charging gun and the positive pole of the DCDC module, and KM12 is connected in series in the path between the negative pole of the charging gun and the negative pole of the DCDC module. The first contactors corresponding to NACS are KM21 and KM22. Similarly, KM21 is connected in series in the positive pole path, and KM22 is connected in series in the negative pole path. There are a total of 8 DCDC modules, as shown by D1 - D8 in the figure. The power of each DCDC module is 40 Kw. The control module includes system control boards 1C1 / 2C1, PLC communication modules PLC1 / PLC2, etc. PLC1 / PLC2 is connected to the corresponding charging gun to achieve communication with the vehicle end. Each system control board is responsible for the on / off of the corresponding first contactor to achieve the charging control of its own charging gun. Preferably, in this embodiment, the system control boards are communicatively connected to share information with each other, and one of the system control boards can be configured as the main control board.

[0026] Preferably, it further includes at least one second contactor. The multiple DCDC modules are divided into multiple groups corresponding to the multiple charging guns. Each group of DCDC modules is composed of more than one DCDC module connected in parallel; the output ends of each group of DCDC modules are connected in parallel and then connected to the first end of the corresponding first contactor, and the output ends of the DCDC modules in adjacent groups are connected via the second contactor. The number of second contactors can be one less than the number of charging guns. The function of the second contactor is to change the charging power that the charging gun can output by changing the number of DCDC modules connected in parallel.

[0027] For example, in this embodiment, the 8 DCDC modules are divided into two groups. The 1 - 4th DCDC modules D1 - D4 are the first group, which is used to supply power to the first charging gun. The 5 - 8th DCDC modules D5 - D8 are the second group, which is used to supply power to the second charging gun. The second contactor is specifically one, including KM31 and KM32. KM31 is connected in series between the same polarity ends of the two DCDC module groups, and KM32 is connected in series between the other same polarity ends of the two DCDC module groups. Usually, the second contactor is open. Each gun can have a maximum output capacity of 160 Kw. When one charging gun is charging and the other is idle, the second contactor can be closed. At this time, one gun can have an output capacity of 320 Kw. Of course, here it refers to the output capacity of the charging gun, not the actual charging power of the charging gun during actual charging. During actual charging, the output is carried out within this output capacity range according to the requirements of the vehicle connected to the charging gun.

[0028] Preferably, fuses FU5 and FU6 are connected in series in the path between the DC input interface J1 and the main circuit breaker. FU5 is in the positive path, and FU6 is in the negative path. Fuses FU1 / FU2 are also connected in series in the positive path between the first end of the first contactor and the DCDC module.

[0029] Preferably, a DC lightning arrester FV1 is connected in parallel in the path between the main circuit breaker and the input ends of the respective DCDC modules.

[0030] Next, the secondary circuit is introduced. The secondary circuit includes a secondary circuit breaker QD2, a low-power inverter module NBQ, third contactors KM41 and KM42, and an inverter output breaker QF2. The first end of the secondary circuit breaker QD2 is connected to the DC input interface J1, specifically, behind fuses FU5 and FU6. The input end of the low-power inverter module NBQ is connected to the second end of the secondary circuit breaker QD2 via the third contactors KM41 and KM42, and the output end of the low-power inverter module NBQ is connected to the AC output control board M1 via the inverter output breaker QF2. The AC output control board M1 is existing inside the AC charging pile. The third contactors KM41 and KM42 are used to close when the Type1 interface of the AC output control board M1 is connected to the vehicle-side slow charging port.

[0031] Preferably, a current sampling sensor CT1 is configured in the path between the inverter output breaker QF2 and the AC output control board M1, and a leakage detection sensor CT2 is configured in the output path of the AC output control board M1.

[0032] An MCU can be configured to manage the main and secondary circuits. For example, the AC output control board M1 and the main control board 1C1 are respectively connected to the MCU. If there is a fault in any circuit, the MCU can control the LED to light up for prompt. The MCU can know whether the Type1 interface is connected to the vehicle-side slow charging port according to the information fed back by M1. If so, the third contactors KM41 and KM42 are closed. The MCU can also notify the main control board 1C1 of the overcurrent and leakage information detected by the current sampling sensor CT1 and the leakage detection sensor CT2, and the main control board 1C1 disconnects the third contactors KM41 and KM42.

[0033] Preferably, the system control boards 1C1 and 2C1 can also be connected to the electricity meters PJ1 and PJ2 to provide overcurrent protection for the entire main circuit. For example, shunt resistors RS1 and RS2 are respectively connected between the second terminal of KM12 of the first contactor and the charging gun, and between the second terminal of KM22 of the first contactor and the charging gun. The two current sampling terminals of the electricity meter PJ1 are respectively connected to both ends of the shunt resistor RS1, and the two current sampling terminals of the electricity meter PJ2 are respectively connected to both ends of the shunt resistor RS2 for overcurrent detection. The electricity meters PJ1 and PJ2 transmit the current values to 1C1 and 2C1, and 1C1 and 2C1 perform overcurrent protection on them. Once the current exceeds the safety limit, it can enter the alarm state. 1C1 disconnects the corresponding first contactors KM11 and KM12 when the signal feedback by PJ1 is overcurrent. 2C1 disconnects the corresponding first contactors KM21 and KM22 when the signal feedback by PJ2 is overcurrent. Additionally, preferably, 2C1 also shares the overcurrent information with 1C1, and then 1C1 sends it to the MCU, and the MCU can control the connected screen to display the overcurrent situation.

[0034] In this embodiment, the control module in the main circuit obtains power by connecting the DC switch power supply to the second terminal of the secondary circuit breaker QD2. Specifically, the system control boards 1C1 and 2C1 are connected to the second terminal of the secondary circuit breaker QD2 through the DC switch power supply M3, and the PLC1 and PLC2 are connected to the second terminal of the secondary circuit breaker QD2 through the DC switch power supply M4.

[0035] All the circuits of the DC input type electric vehicle charging device in this embodiment are arranged in a housing, so heat dissipation needs to be carried out in a timely manner. For this reason, the housing includes ventilation holes. This embodiment also includes a temperature sensor T1 arranged in the housing of the charging device to sense the ambient temperature and a fan FAN for heat dissipation arranged near the ventilation holes. The fan obtains power by being connected to the second terminal of the secondary circuit breaker QD2 through another DC switch power supply M5. The main control board 1C1 controls the start of the fan through the fan control board CJ5 when the temperature sensor T1 detects overheating, and can also stop charging and enter the alarm state when the temperature exceeds the safety limit. The DC switch power supplies M3, M4, and M5 are common DC voltage converters in the art, and appropriate converters can be selected according to the required DC voltage magnitude.

[0036] As described above, when the DC input type electric vehicle charging device of this embodiment forms a system with a photovoltaic power generation device and an energy storage device, the energy storage device stores the electric energy generated by the photovoltaic power generation device as the input source of the electric vehicle charging device, and controls the charging of the electric vehicle through the 1C1 or 2C1 control board and the AC output control board M1 in the electric vehicle charging device. In this way, this embodiment does not need to use a high-power inverter module. Moreover, the charging of this embodiment is divided into DC fast charging and AC slow charging: when both guns CCS1 and NACS are connected to the vehicle-side fast charging port, DC charging is started, and 1C1 or 2C1 controls the closing of contactors KM11 and KM12, and 2C1 controls the closing of contactors KM21 and KM22, and charges the electric vehicle through CCS1 and NACS; when the Type1 interface is connected to the vehicle-side slow charging port, AC charging is started, and 1C1 controls the closing of contactors KM41 and KM42. At this time, the inverter NBQ starts to work, and the AC output control board M1 charges the electric vehicle through the connector Type1. In addition, multiple protections are adopted in this embodiment. Fuses FU5 and FU6 are added in front of the incoming line main circuit breaker QF1, and they will automatically blow when the system input current exceeds the limit value to protect the entire electric vehicle charging device. Moreover, QF1 itself has overload and short-circuit protection functions. A DC lightning arrester FV1 is also added at the back end of QF1 to perform overvoltage protection; fuses FU1 and FU2 are added at the output end of the main circuit DC / DC output module to protect the electric vehicle when the output current exceeds the limit value; FU3 and FU4 are added at the back end of the circuit breaker QD2 in the secondary circuit, and they will automatically blow when the AC circuit current exceeds the limit value to protect the entire AC output circuit; in the AC output circuit, circuit breakers QF2, current sampling CT1, and CT2 are added, and QF2 performs overload and short-circuit protection functions; since the AC output control board M1 has functions of current detection, voltage detection, and leakage detection, M1 can sample the current and voltage of the entire AC circuit through CT1 and monitor them in real time. When the voltage and current exceed the system limit value, it controls the DC contactors KM41 and KM42 in front of the inverter NBQ to disconnect to protect the entire AC circuit. In addition, the leakage detection function of M1 can sample the residual current in the circuit through CT2. When the residual current value exceeds the limit value, it is the same as the overvoltage and overcurrent protection principles; a temperature sensor T1 is also added to the entire charging device system to obtain the internal temperature in real time. When the temperature exceeds a certain limit value, 1C1 controls the cooling fan to operate, extracts the heat out of the device, and reduces the internal temperature. When the temperature exceeds the safety limit value, charging is stopped and an alarm state is entered.

[0037] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this utility model belongs. The terms used in the specification of this utility model herein are only for the purpose of describing specific embodiments and are not intended to limit this utility model.

[0038] As used in this specification, ordinal terms such as "first", "second", etc. may be used to describe various components, but these components are not limited by these terms. The purpose of using these terms is only to distinguish one component from another. For example, without departing from the scope of the claims of the present invention, the first component may be named the second component, and similarly, the second component may also be named the first component. The term "connected" or "coupled" includes not only directly connecting two entities, but also indirectly connecting through other entities having beneficial improvement effects.

[0039] The embodiments of the present utility model have been described above in conjunction with the accompanying drawings. However, the present utility model is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present utility model, those of ordinary skill in the art can also make many forms without departing from the spirit of the present utility model and the scope protected by the claims. All of these are within the protection scope of the present utility model.

Claims

1. A DC input type electric vehicle charging device, characterized in that, It includes a DC input interface for an external DC energy storage device and a main circuit connected to the DC input interface; the main circuit includes a main circuit breaker, multiple DCDC modules, multiple charging guns of different standards, multiple first contactors corresponding to the multiple charging guns, and multiple control modules for controlling the first contactors corresponding to the multiple charging guns; The first end of the main circuit breaker is connected to the DC input interface, the input ends of the multiple DCDC modules are connected in parallel and then connected to the second end of the main circuit breaker, the output ends of the multiple DCDC modules are connected in parallel and then connected to the first end of each of the first contactors, the second end of the first contactor is connected to the corresponding charging gun, and the first contactor is configured to close after the corresponding charging gun is connected to the vehicle-end fast charging port.

2. The DC input type electric vehicle charging device according to claim 1, wherein, It further includes at least one second contactor, the multiple DCDC modules are divided into multiple groups corresponding to the multiple charging guns, and each group of DCDC modules is composed of more than one DCDC module connected in parallel; the output ends of each group of DCDC modules are connected in parallel and then connected to the first end of the corresponding first contactor, and the output ends of adjacent groups of DCDC modules are connected via the second contactor.

3. The DC input type electric vehicle charging device according to claim 1, characterized in that, It further includes a secondary circuit connected to the DC input interface, the secondary circuit includes a secondary circuit breaker, a low-power inverter module, a third contactor, and an inverter output breaker; the first end of the secondary circuit breaker is connected to the DC input interface, the input end of the low-power inverter module is connected to the second end of the secondary circuit breaker via the third contactor, the output end of the low-power inverter module is connected to an AC output control board via the inverter output breaker, and the third contactor is configured to close when the AC output control board is connected to the vehicle-end slow charging port.

4. The DC input type electric vehicle charging device according to claim 3, characterized in that, The control module obtains power by connecting to the second end of the secondary circuit breaker via a DC switching power supply.

5. The DC input type electric vehicle charging device according to claim 4, wherein, It further includes a temperature sensor and a fan, the fan obtains power by connecting to the second end of the secondary circuit breaker via another DC switching power supply; one of the multiple control modules is a main control module, the temperature sensor and the fan are respectively connected to the main control module, and the main control module is configured to start the fan when the temperature sensor detects overheating.

6. The DC input type electric vehicle charging device according to claim 3, characterized in that, A current sampling sensor is configured in the path between the inverter output breaker and the AC output control board, and a leakage detection sensor is configured in the output path of the AC output control board, and the third contactor is configured to open when the current sampling sensor and the leakage detection sensor detect overcurrent and leakage.

7. The DC input type electric vehicle charging device according to claim 3, characterized in that, Fuses are connected in series in the paths between the DC input interface and the main circuit breaker and the secondary circuit breaker, and fuses are connected in series between the first end of the first contactor and the DCDC module.

8. The DC input type electric vehicle charging device according to claim 1, characterized in that, DC lightning arresters are connected in parallel in the paths between the main circuit breaker and the input ends of the respective DCDC modules.

9. The DC input type electric vehicle charging device according to claim 1, characterized in that It further includes a shunt and an ammeter connected to the control module. The shunt is connected between the second end of the first contactor and the charging gun. Two current sampling terminals of the ammeter are connected to both ends of the shunt for overcurrent detection. The first contactor is used to be disconnected in case of overcurrent.

10. A photovoltaic electric vehicle charging system, characterized in that, It includes a photovoltaic panel, a photovoltaic power generation device, an energy storage device, and a DC input type electric vehicle charging device according to any one of claims 1-9, which are connected in sequence.

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