A charging pile and an interactive control system of the charging pile and an electric vehicle

Abstract

The application provides a charging pile and an interactive control system of the charging pile and an electric vehicle. The charging pile comprises a charging circuit, a controller circuit and a switch circuit, and the controller circuit is connected with the switch circuit. The charging circuit comprises a first sub-live wire, a second sub-live wire, a second-phase live wire, a third-phase live wire, a first sub-zero wire, a second sub-zero wire, a ground wire and four output lines, and the switch circuit comprises six relay switch units. The first sub-live wire and the second sub-live wire are connected with the first output line through the first relay switch unit and the second relay switch unit, the second-phase live wire is connected with the second output line through the third relay switch unit, the third-phase live wire is connected with the third output line through the fourth relay switch unit, and the first sub-zero wire and the second sub-zero wire are connected with the fourth output line through the fifth relay switch unit and the sixth relay switch unit. The application can improve the versatility and adaptability of the charging pile.

Description

Technical Field

[0001] This application relates to the field of charging pile technology, and in particular to a charging pile and an interactive control system between the charging pile and an electric vehicle. Background Technology

[0002] Currently, with the increasing export of electric vehicles, different charging pile products are needed to meet the charging demands of different power levels. This has resulted in a wide variety of charging pile products, which cannot meet the charging needs of different new energy vehicle owners. For example, a new energy vehicle may have a charging capacity of 11kW and an in-vehicle 220V / 16A discharge function. If it is charged at an 11kW charging pile, the entire capacity of the charging pile will be used for discharge, making it impossible to charge the new energy vehicle. This seriously affects the user experience and reduces the utilization rate of the charging pile. Utility Model Content

[0003] In view of this, the purpose of this application is to provide a charging pile and an interactive control system between the charging pile and an electric vehicle, which can improve the universality and adaptability of the charging pile.

[0004] In a first aspect, embodiments of this application provide a charging pile, including a charging circuit, a controller circuit, and a switch circuit. The charging circuit is used to connect to an electric vehicle through the switch circuit, and the controller circuit is connected to the switch circuit.

[0005] The charging circuit includes a first phase live wire set, a second phase live wire, a third phase live wire, a neutral wire set, a ground wire, and four output lines. The first phase live wire set, the second phase live wire, the third phase live wire, and the neutral wire set are each connected to an output line. The output lines are used to connect to the electric vehicle. The ground wire is grounded.

[0006] The first phase live wire set includes a first sub-live wire and a second sub-live wire; the neutral wire set includes a first sub-neutral wire and a second sub-neutral wire; the switching circuit includes six relay switching units; the first sub-live wire is connected to the first output line through the first relay switching unit; the second sub-live wire is connected to the first output line through the second relay switching unit; the second phase live wire is connected to the second output line through the third relay switching unit; the third phase live wire is connected to the third output line through the fourth relay switching unit; the first sub-neutral wire is connected to the fourth output line through the fifth relay switching unit; and the second sub-neutral wire is connected to the fourth output line through the sixth relay switching unit.

[0007] In one optional embodiment, the rated current carrying capacity of the first phase wire set is greater than the rated current carrying capacity of the second phase wire, and the rated current carrying capacity of the first phase wire set is greater than the rated current carrying capacity of the third phase wire, while the rated current carrying capacity of the second phase wire and the rated current carrying capacity of the third phase wire are the same.

[0008] In one optional embodiment, the rated current carrying capacity of the first sub-wire is the same as that of the second sub-wire.

[0009] In one optional embodiment, the rated current carrying capacity of the first phase wire bundle is 32A, and the rated current carrying capacity of the second phase wire bundle and the rated current carrying capacity of the third phase wire bundle are both 16A.

[0010] In one optional embodiment, the cross-sectional area of ​​the first output line is greater than that of the second output line, and the cross-sectional area of ​​the first output line is greater than that of the third output line, and the cross-sectional area of ​​the first output line is the same as that of the fourth output line.

[0011] In one optional embodiment, the charging station further includes a charging gun, and the first output line, the second output line, the third output line and the fourth output line extend into the charging gun.

[0012] Secondly, embodiments of this application also provide an interactive control system for a charging pile and an electric vehicle, including an electric vehicle and a charging pile as described above, wherein the charging pile is connected to the electric vehicle through the charging gun.

[0013] In one optional embodiment, the electric vehicle includes a charging module and a discharging module. The discharging module is connected to the first phase live wire set and the neutral wire set of the charging pile through a first switch module. The charging module is connected to the first phase live wire set, the second phase live wire, the third phase live wire, and the neutral wire set of the charging pile through a second switch module.

[0014] In one optional embodiment, the discharge module includes a 220V discharge port, the first switch module includes a first contactor relay switch unit and a second contactor relay switch unit, the first phase live wire set of the charging pile is connected to the 220V discharge port through the first contactor relay switch unit, and the neutral wire set of the charging pile is connected to the 220V discharge port through the second contactor relay switch unit.

[0015] In one optional embodiment, the charging module includes an on-board charger and a rechargeable battery, the second switching module includes a third contactor relay switch unit and a fourth contactor relay switch unit, the first phase live wire set, the second phase live wire, the third phase live wire and the neutral wire set of the charging pile are all connected to the on-board charger, and the on-board charger is connected to the rechargeable battery through the third contactor relay switch unit and the fourth contactor relay switch unit.

[0016] The charging pile and the interactive control system between the charging pile and the electric vehicle provided in this application embodiment have at least the following technical effects:

[0017] A single charging station can integrate charging and discharging coordination, three-phase charging, and single-phase charging functions to adapt to electric vehicles with different needs. This allows a single model of charging station to meet the charging needs of electric vehicles with various power levels in the market, solving the problem of numerous charging station models and improving the universality and adaptability of charging stations.

[0018] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the structure of a charging pile provided in an embodiment of this application;

[0021] Figure 2 A schematic diagram of the structure of an interactive control system between a charging pile and an electric vehicle provided in an embodiment of this application;

[0022] Figure 3 A flowchart illustrating an interactive control method between a charging pile and an electric vehicle, provided as an embodiment of this application.

[0023] Reference numerals: 10-charging pile; 101-charging circuit; 102-controller circuit; 103-switch circuit; 104-charging gun; 20-electric vehicle; 201-first switch module; 202-second switch module; 203-220V discharge port; 204-rechargeable battery; 205-on-board charger. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0025] In the description of the embodiments of this application, it should be noted that the terms "upper," "lower," "left," "right," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the utility model product is in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the utility model. In addition, the terms "first," "second," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0026] In the description of the embodiments of this application, it should also be noted that, unless otherwise explicitly specified and limited, the terms "provided with," "installed," "connected," and "connected" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0027] Please see Figure 1 , Figure 1 This is a schematic diagram of a charging pile provided in an embodiment of this application. Figure 1 As shown, the charging pile 10 includes a charging circuit 101, a controller circuit 102, and a switch circuit 103. The charging circuit 101 is used to connect to the electric vehicle through the switch circuit 103, and the controller circuit 102 is connected to the switch circuit 103.

[0028] Here, the charging circuit 101 is the core component of the entire charging pile for power transmission. Its main function is to process and transmit electrical energy from the power grid to meet the charging needs of electric vehicles. It includes live wires, neutral wires, and other lines, and through reasonable circuit layout and design, it ensures stable and safe power transmission. The switching circuit 103 is a key component for controlling the connection between the charging circuit 101 and the electric vehicle. It connects and disconnects the circuit through the opening and closing of a relay switch unit. The controller circuit 102 is responsible for comprehensive control and management of the charging pile's operation, including controlling the switching circuit 103, monitoring and adjusting the charging process, etc. It receives signals from various sensors, monitors the charging status in real time, and controls the actions of the switching circuit 103 according to preset programs and rules.

[0029] The charging circuit is designed with specific considerations for different charging standards and power requirements, including the current-carrying capacity and insulation performance of the lines. For example, to meet high-power charging demands, wires with stronger current-carrying capacity are selected for the charging circuit to ensure that overheating and other safety issues do not occur during high-current transmission. Similarly, the relay switch unit in the switching circuit is selected based on the rated current and voltage of its contacts to ensure reliable control of the charging circuit's on / off state. If the charging station requires a larger output current, a relay switch unit with a higher rated current is selected to prevent the contacts from burning out during frequent opening and closing.

[0030] For example, the controller circuit can use a microprocessor as the core control unit, and by writing corresponding control programs, it can achieve intelligent control of the charging pile. For instance, when an abnormality is detected during the charging process, such as overcurrent or overvoltage, the controller circuit can quickly control the switching circuit to disconnect to ensure the safety of the charging process. In actual charging scenarios, the controller circuit first communicates with the electric vehicle to obtain the vehicle's charging needs and battery status information. Then, based on this information, it controls the relay switching unit of the switching circuit to open and close in an appropriate sequence and time to achieve an efficient and safe charging process.

[0031] The charging circuit 101 includes a first phase live wire set (specifically comprising a first sub-live wire L1a and a second sub-live wire L1b), a second phase live wire L2, a third phase live wire L3, a neutral wire set (specifically comprising a first sub-neutral wire Na and a second sub-neutral wire Nb), a ground wire PE, and four output lines. The first phase live wire set, the second phase live wire L2, the third phase live wire L3, and the neutral wire set are each connected to one output line. These output lines are used to connect to the electric vehicle, and the ground wire is grounded to ensure electrical safety.

[0032] Here, the first phase live wire set, the second phase live wire, the third phase live wire, and the neutral wire set constitute the main power transmission lines between the charging station and the electric vehicle. The first phase live wire set includes the first sub-live wire and the second sub-live wire, and the neutral wire set includes the first sub-neutral wire and the second sub-neutral wire. These lines are designed with appropriate current-carrying capacity and specifications determined according to different charging modes and power requirements. The output line acts as a bridge connecting the internal circuitry of the charging station and the charging interface of the electric vehicle, its function being to stably transmit the electrical energy from the charging circuit to the electric vehicle. Grounding is to ensure electrical safety during the charging process. When abnormalities such as leakage occur in the circuit, the ground wire can conduct the current to the earth, preventing electric shock accidents.

[0033] Optionally, for the first phase live wire assembly, its current carrying capacity under different charging modes will be considered during the design. For example, in proprietary three-phase charging, the first phase live wire assembly needs to carry a larger current, so conductors and related electrical components with stronger current carrying capacity will be selected. For instance, in practical applications, the first phase live wire assembly may use multi-strand copper core conductors to improve its current carrying capacity and flexibility. For the output line, conductors with appropriate cross-sectional areas will be selected based on the distance between the charging station and the electric vehicle and the charging power requirements. For example, when the distance between the charging station and the electric vehicle is long, conductors with larger cross-sectional areas will be selected for the output line to reduce line losses.

[0034] Specifically, the first phase live wire set includes a first sub-live wire L1a and a second sub-live wire L1b, the neutral wire set includes a first sub-neutral wire Na and a second sub-neutral wire Nb, and the switching circuit 103 includes six relay switching units; the first sub-live wire L1a is connected to the first output line through the first relay switching unit K11, the second sub-live wire L1b is connected to the first output line through the second relay switching unit K12, the second phase live wire L2 is connected to the second output line through the third relay switching unit K13, the third phase live wire L3 is connected to the third output line through the fourth relay switching unit K14, the first sub-neutral wire Na is connected to the fourth output line through the fifth relay switching unit K15, and the second sub-neutral wire Nb is connected to the fourth output line through the sixth relay switching unit K16.

[0035] The first and second relay switching units control the connection between the first and second live wires and the first output line. Similarly, the third to sixth relay switching units control the connection between the second live wire, the third live wire, the first neutral wire, and the second neutral wire and their respective output lines. These relay switching units allow the charging station to flexibly control the circuit connection method according to different charging modes and needs.

[0036] In an optional implementation, the relay switching unit operates by opening and closing according to control signals from the controller circuit. For example, when the charging pile performs privately defined three-phase charging, the controller circuit controls all six relay switching units to close, connecting the first, second, and third phase live wires and the neutral wire to the circuit to achieve a maximum allowable output of 14kW. Alternatively, when only a single phase is detected to have current, the controller circuit controls the closure of the first and second relay switching units corresponding to the first and second sub-live wires, as well as the fifth and sixth relay switching units corresponding to the first and second sub-neutral wires, outputting at the maximum allowable capacity of 7kW. In practical scenarios, before charging begins, the controller circuit detects and judges the charging demand of the electric vehicle, and then controls the corresponding relay switching units to operate based on the judgment result, thereby achieving charging outputs of different power levels.

[0037] The charging pile provided in this application embodiment, through its unique circuit design and switch connection method, enables the charging pile to flexibly control the on / off state of each line according to different charging needs, thereby realizing different charging modes. This allows only one type of charging pile to meet the charging needs of new energy vehicles with various power levels in the market, solving the problem of numerous charging pile models and improving the universality and adaptability of the charging pile.

[0038] Taking the three-phase charging mode as an example, when the charging pile 10 detects that the target access state of the electric vehicle 20 is three-phase charging, the controller circuit 102 sends a closing signal to the first relay switch unit K11 (or the second relay switch unit K12), the third relay switch unit K13, the fourth relay switch unit K14, the fifth relay switch unit K15 (or the sixth relay switch unit K16), so that the corresponding lines of the first sub-live wire L1a (or the second sub-live wire L1b), the second phase live wire L2, the third phase live wire L3, and the first sub-neutral wire Na (or the second sub-neutral wire Nb) are connected, and the second three-phase power signal is transmitted to the electric vehicle 20 through the output line to realize three-phase charging.

[0039] In one optional embodiment, the rated current carrying capacity of the first phase live wire set is greater than the rated current carrying capacity of the second phase live wire, and the rated current carrying capacity of the first phase live wire set is greater than the rated current carrying capacity of the third phase live wire, while the rated current carrying capacity of the second phase live wire and the rated current carrying capacity of the third phase live wire are the same.

[0040] Here, to meet the power requirements of electric vehicles under different access modes, the current-carrying capacity of each phase wire is designed differently. In the privately defined three-phase charging mode, the first phase wire needs to provide power for both charging the electric vehicle and discharging external devices simultaneously, thus requiring a larger current-carrying capacity. The second and third phase wires, however, carry relatively smaller currents in the conventional three-phase charging mode, so their rated current-carrying capacities are designed to be the same.

[0041] The rated current carrying capacity of the first sub-wire is the same as that of the second sub-wire.

[0042] Here, the first and second sub-wires, as components of the first phase live wire set, share the current during charging. Therefore, their rated current-carrying capacities are designed to be the same. This design ensures that when the first phase live wire set is carrying current, the two sub-wires can evenly distribute the current, preventing one sub-wire from malfunctioning due to overload. For example, in a 7kW single-phase charging mode, the first and second sub-wires will conduct simultaneously, sharing a current of 32A. Because their rated current-carrying capacities are the same, the charging pile can operate stably and reliably.

[0043] For example, the rated current carrying capacity of the first phase live wire is 32A, and the rated current carrying capacity of the second phase live wire and the rated current carrying capacity of the third phase live wire are both 16A.

[0044] Here, the high-voltage circuits of the first phase live wire group (including the first sub-live wire L1a and the second sub-live wire L1b) and the neutral wire group (including the first sub-neutral wire Na and the second sub-neutral wire Nb) are designed and selected according to a rated current-carrying capacity of 32A, while the high-voltage circuits of the second phase live wire L2 and the third phase live wire L3 are designed and selected according to a rated current-carrying capacity of 16A. Furthermore, in the actual hardware selection, the conductors of the first phase live wire group will be selected from materials with larger cross-sectional areas and better conductivity to ensure that they can carry a rated current of 32A; while the conductors of the second and third phase live wires can be selected from materials with relatively smaller cross-sectional areas to meet the rated current-carrying capacity requirement of 16A.

[0045] In one optional embodiment, the cross-sectional area of ​​the first output line is greater than that of the second output line, and the cross-sectional area of ​​the first output line is greater than that of the third output line, and the cross-sectional area of ​​the first output line is the same as that of the fourth output line.

[0046] Here, because the rated current-carrying capacity of the first phase live wire is greater than that of the second and third phase live wires, the first output line needs to have a larger cross-sectional area to reduce line resistance and losses in order to ensure safe and stable power transmission. The second and third output lines carry relatively smaller currents, so their cross-sectional areas can be correspondingly smaller. Meanwhile, the first and fourth output lines connect to the first phase live wire and neutral wire respectively. In some charging modes, they need to share a large current, so their cross-sectional areas are designed to be the same. For example, in the actual manufacturing process of charging piles, the first and fourth output lines may use wires with a cross-sectional area of ​​4mm², while the second and third output lines may use wires with a cross-sectional area of ​​2.5mm².

[0047] In one optional embodiment, the charging station further includes a charging gun, with a first output line, a second output line, a third output line, and a fourth output line extending into the charging gun.

[0048] Here, the charging gun is the key component connecting the charging station and the electric vehicle. The four output lines extend into the charging gun and connect to the electric vehicle's charging port via interfaces on the charging gun. When designing the charging gun, factors such as interface compatibility, ease of insertion and removal, and safety are considered. For example, the charging gun's interface adopts a design that conforms to national or industry standards to ensure compatibility with most electric vehicle charging ports. Simultaneously, the four output lines inside the charging gun are rationally laid out and secured to prevent damage during insertion and removal. In actual use, users simply insert the charging gun into the electric vehicle's charging port to connect the charging station and begin the charging process.

[0049] For example, when a user uses this charging station to charge an electric vehicle, the charging station first outputs a PWM signal according to a privately defined duty cycle (e.g., duty cycle = 96%). If the new energy vehicle can be correctly identified, the controller circuit will control and close all relay switch units corresponding to the first sub-live wire, the second sub-live wire, the second phase live wire, the third phase live wire, the first sub-neutral wire, and the second sub-neutral wire. At this time, the charging circuit outputs at the maximum allowable capacity of 14kW to achieve efficient charging. If the new energy vehicle cannot be correctly identified, the controller circuit adjusts the duty cycle of the PWM signal to 26.7%. When the new energy vehicle can be correctly identified and enters the charging process, if current output is detected in all three phases, the controller circuit will control and close the relay switch units corresponding to one of the live wires in the first live wire set (first sub-live wire or second sub-live wire), the second phase live wire, the third phase live wire, and one of the neutral wires in the neutral wire set (first sub-neutral wire or second sub-neutral wire). The charging circuit outputs at the maximum allowable capacity of 11kW. If only a single phase has current detected, the controller circuit adjusts the duty cycle of the PWM signal to 53.3% and controls the closure of all relays corresponding to the first live wire set and all relays corresponding to the neutral wire set, allowing the charging circuit to output at its maximum allowable capacity of 7kW. Through this operating mode, the charging station can flexibly adjust the charging mode and power output according to the charging needs of different electric vehicles, enabling it to meet the charging needs of new energy vehicles with 7kW, 11kW, and 14kW (11kW charging + 3.5kW in-vehicle discharge) with only one model of charging station.

[0050] Secondly, embodiments of this application provide an interactive control system for a charging pile and an electric vehicle, including the electric vehicle and such... Figure 1 The charging station shown is connected to the electric vehicle via a charging gun.

[0051] Optionally, the electric vehicle includes a charging module and a discharging module. The discharging module is connected to the first phase live wire set and the neutral wire set of the charging pile through a first switch module. The charging module is connected to the first phase live wire set, the second phase live wire, the third phase live wire, and the neutral wire set of the charging pile through a second switch module.

[0052] This application embodiment, through reasonable circuit connection and module setting, enables only one type of charging pile to meet the charging needs of new energy vehicles with 7kW, 11kW, and 14kW (11kW charging + 3.5kW in-vehicle discharge) in the market. It solves the problems of poor compatibility between charging piles and electric vehicles and the single charging mode, improves the user's interactive experience during the charging process, and also optimizes the coordinated operation of electric vehicle charging and discharging functions.

[0053] Specifically, the discharge module includes a 220V discharge port 203, and the first switch module 201 includes a first contactor switch unit K21 and a second contactor switch unit K22. The first phase live wire set of the charging pile 10 is connected to the 220V discharge port 203 through the first contactor switch unit K21, and the neutral wire set of the charging pile 10 is connected to the 220V discharge port 203 through the second contactor switch unit K22.

[0054] In this embodiment, the 220V discharge port is the interface for the electric vehicle to discharge power. Its design conforms to the universal 220V AC interface standard and is compatible with most common electrical appliances. The first contactor relay switch unit and the second contactor relay switch unit are responsible for controlling the connection between the 220V discharge port and the charging pile line. For example, when a user wants to use the electric vehicle to charge a laptop, they plug the laptop's power adapter into the electric vehicle's 220V discharge port and then send a discharge command through the electric vehicle's control interface. At this time, the electric vehicle's controller will control the first and second contactor relay switch units to close, connecting the first phase live wire and neutral wire of the charging pile to the 220V discharge port, thereby transmitting electrical energy to the laptop's power adapter and enabling the laptop to be charged. Furthermore, in a camping scenario, users can use the 220V discharge port to power small refrigerators, lights, and other devices, providing convenience for camping life, further expanding the application scenarios of electric vehicles, and enhancing the user experience.

[0055] Specifically, the charging module includes an on-board charger 205 and a rechargeable battery 204. The second switch module includes a third contactor switch unit K23 and a fourth contactor switch unit K24. The first phase live wire, the second phase live wire, the third phase live wire, and the neutral wire of the charging pile 10 are all connected to the on-board charger 205. The on-board charger 205 is connected to the rechargeable battery 204 through the third contactor switch unit K23 and the fourth contactor switch unit K24.

[0056] Here, the on-board charger is a key device that converts the electrical energy transmitted from the charging pile into a form of electrical energy suitable for storage in the rechargeable battery. It can rectify, filter, and regulate the input electrical energy. The rechargeable battery is the component used to store electrical energy. The third and fourth contactor relay switching units control the on / off state of the circuit between the on-board charger and the rechargeable battery. For example, in standard single-phase charging, the charging pile outputs through the first live wire and neutral wire, charging at the maximum allowable capacity of 7kW (single-phase / 220V / 32A). At this time, the controller will control the third and fourth contactor relay switching units in the second switching module to close, so that the on-board charger processes the electrical energy obtained from the charging pile and transmits it to the rechargeable battery.

[0057] For example, when an electric vehicle enters charging / discharging mode, the charging station charges the electric vehicle at a charging power of 11kW. Simultaneously, under the control of the controller, the electric vehicle's discharging module outputs a portion of the electrical energy input from the charging station through the first and second contactor switching units from the 220V discharge port, discharging to external devices at a discharging power of 3.5kW. The on-board charger then converts the remaining electrical energy into DC power through the third and fourth contactor switching units to charge the rechargeable battery, achieving coordinated charging and discharging.

[0058] This application provides an interactive control system for charging piles and electric vehicles. Before charging begins, the controller circuit detects and judges the charging needs of the electric vehicle. Based on the judgment result, it controls the corresponding relay switch unit to operate, thereby achieving charging output of different power levels. Furthermore, through a unique circuit design and switch connection method, only one type of charging pile is needed to meet the charging needs of electric vehicles with various power levels in the market, solving the problem of numerous charging pile models and improving the universality and adaptability of the charging pile. Specifically, this charging pile can flexibly adjust the charging mode and power output according to the charging needs of different electric vehicles, enabling it to meet the charging needs of 7kW, 11kW, and 14kW (11kW charging + 3.5kW in-vehicle discharge) electric vehicles in the market with only one type of charging pile.

[0059] Thirdly, embodiments of this application provide an interactive control method for charging piles and electric vehicles, so as to... Figure 2 The interaction control system between the charging pile and the electric vehicle is the main actuator, such as... Figure 3 The interactive control method shown below is illustrated by example:

[0060] S101. Determine the target access state of the electric vehicle based on the signal change of the initial control signal output by the charging pile; the target access state is one of the following access states: charging and discharging coordinated state, three-phase charging state, and single-phase charging state.

[0061] S102. If the target access state is a charging and discharging coordinated state, then the relay switch units corresponding to the live wire set and the relay switch units corresponding to the neutral wire set of the control charging pile are all closed to output the first three-phase power signal; the power of the first phase in the first three-phase power signal is greater than the power of the second phase and the power of the third phase is greater than the power of the third phase.

[0062] S103. Under the condition that the charging pile outputs the first three-phase power signal, the first switch module corresponding to the discharge module of the electric vehicle and the second switch module corresponding to the charging module are all closed, so that the electric vehicle discharges to external devices during the charging process using the charging pile.

[0063] In steps S101 to S103 above, the target access state of the electric vehicle is determined based on the signal changes of the initial control signal. When the target access state is a charging and discharging coordinated state, targeted control of the relay switching unit and switching module is performed. This meets the need for the electric vehicle to discharge to external devices while charging, enriches the application scenarios of the charging pile, enhances the richness of charging pile applications, and thus improves the utilization rate of the charging pile. Furthermore, a single charging pile can integrate charging and discharging coordinated functions, three-phase charging functions, and single-phase charging functions to adapt to electric vehicles with different needs. This allows only one type of charging pile to meet the charging needs of electric vehicles with various power levels in the market, solving the problem of numerous charging pile models and improving the universality and adaptability of the charging pile.

[0064] The following is an exemplary description of steps S101 to S103 above:

[0065] In step S101, the target access state of the electric vehicle is determined based on the signal change of the initial control signal output by the charging pile; the target access state is one of the following access states: charging and discharging coordinated state, three-phase charging state, and single-phase charging state.

[0066] In this step, the initial control signal output by the charging pile is generated by the charging pile's PWM generator. This signal is used for initial interaction with the electric vehicle to determine its operating status. Signal changes include variations in voltage amplitude and duty cycle, reflecting the electric vehicle's response to the initial control signal and thus allowing the determination of the electric vehicle's target access status. The target access status refers to the operating mode the electric vehicle is preparing to enter after connecting to the charging pile, such as a combined charging and discharging state, a three-phase charging state, or a single-phase charging state.

[0067] Specifically, the initial control signal can be an electrical signal of a specific format, such as one containing information about voltage and time period. For example, in this embodiment, the initial control signal refers to a reference signal with a voltage amplitude of 9V and a duty cycle of 96%, which is transmitted to the electric vehicle through the charging gun of the charging pile. When the electric vehicle receives this signal, it processes the signal according to its own configuration and needs, and the changes in the processed signal become the basis for determining the target access status.

[0068] Optionally, signal changes can be detected through a signal detection circuit inside the charging pile. This detection circuit can monitor the voltage amplitude and duty cycle of the initial control signal in real time and transmit the detection results to the charging pile's controller. For example, when a specific change in voltage amplitude and duty cycle is detected, the charging pile's controller can determine the target access state of the electric vehicle according to preset rules.

[0069] Furthermore, once the charging station outputs the initial control signal, if the electric vehicle can correctly identify and adjust the signal, the charging station can determine the target access status of the electric vehicle by detecting the signal change.

[0070] In one optional embodiment, step S101 specifically includes:

[0071] Step S1011: Control the PWM generator of the charging pile to output an initial control signal. The initial control signal refers to a reference signal with a voltage amplitude of 9V and a duty cycle of 96%.

[0072] Here, the PWM generator of the charging station is an electronic device capable of generating pulse width modulation signals. It controls the output signal by changing the duty cycle of the pulse signal. The electric vehicle responds to and adjusts to this initial control signal according to its own situation.

[0073] For example, the PWM generator can employ a dedicated integrated circuit chip. By programming and configuring the chip, the voltage amplitude and duty cycle of the output signal can be precisely controlled. For instance, in this embodiment, the initial control signal output by the PWM generator is configured as a reference signal with a voltage amplitude of 9V and a duty cycle of 96%. This signal is transmitted to the charging gun through the internal circuitry of the charging pile and then sent to the electric vehicle.

[0074] Step S1012: If the voltage amplitude of the initial control signal is adjusted to 6V and the duty cycle remains unchanged, then the target access state of the electric vehicle is determined to be the charging and discharging coordinated state.

[0075] Here, adjusting the voltage amplitude to 6V while maintaining a constant duty cycle is a signal characteristic used by the electric vehicle to signal its support for the charging and discharging coordination function to the charging station. The charging station detects this signal change and determines the target access status of the electric vehicle based on preset rules.

[0076] Optionally, the signal detection circuit inside the charging pile monitors the voltage amplitude and duty cycle of the initial control signal in real time. When it detects that the voltage amplitude changes from 9V to 6V while the duty cycle remains at 96%, the signal detection circuit transmits this information to the charging pile's controller. The controller, based on pre-set logic, determines that the electric vehicle's target access state is a charging-discharging coordinated state. For example, in practical applications, when an electric vehicle supports the charging-discharging coordinated function, its internal circuitry processes the received initial control signal, adjusting the voltage amplitude to 6V to indicate its operating mode to the charging pile. By adjusting the signal in this way, the charging pile can accurately determine that the electric vehicle's target access state is a charging-discharging coordinated state.

[0077] Step S1013: If the duty cycle of the initial control signal is adjusted to 26.7% and the voltage amplitude is adjusted to 6V, then the target access state of the electric vehicle is determined to be three-phase charging state.

[0078] Here, adjusting the duty cycle of the initial control signal to 26.7% and the voltage amplitude to 6V are characteristic signals from the electric vehicle to the charging station indicating its need for three-phase charging. The charging station detects this change to determine the electric vehicle's target access status.

[0079] Specifically, when an electric vehicle needs to be charged using three-phase charging, its control circuit adjusts the duty cycle of the initial control signal to 26.7% and the voltage amplitude to 6V, and then feeds this information back to the charging station. After the charging station's signal detection circuit detects this signal change, it transmits the information to the controller, which determines the electric vehicle's target access state as three-phase charging based on preset rules.

[0080] Furthermore, after the electric vehicle makes the aforementioned adjustments to the initial control signal, the charging pile can promptly determine that its target access state is three-phase charging, thereby entering the corresponding charging process.

[0081] Step S1014: If the duty cycle of the initial control signal is adjusted to 53.3% and the voltage amplitude is adjusted to 6V, then the target access state of the electric vehicle is determined to be single-phase charging state.

[0082] In this step, adjusting the duty cycle of the initial control signal to 53.3% and the voltage amplitude to 6V are characteristic signals from the electric vehicle to the charging station indicating its need for single-phase charging. The charging station detects this change to determine the electric vehicle's target access status.

[0083] For example, for some electric vehicles with smaller battery capacities or relatively low charging demands, single-phase charging is usually sufficient. When these electric vehicles are connected to a charging station, their internal control circuit adjusts the duty cycle of the initial control signal to 53.3% and the voltage amplitude to 6V, and then feeds this information back to the charging station. The charging station's signal detection circuit detects this signal change and transmits the information to the controller. The controller determines, based on preset rules, that the electric vehicle's target connection state is single-phase charging, and then controls the relevant relay switching units to close, outputting a single-phase power signal.

[0084] In steps S1011 to S1014 above, the charging pile is designed with pre-defined signal characteristics corresponding to different target access states. The electric vehicle adjusts the initial control signal according to these characteristics so that the charging pile can accurately identify them. By clearly defining the signal changes corresponding to different target access states, the charging pile can quickly and accurately determine the charging needs of the electric vehicle, thereby providing appropriate power output and achieving efficient interaction and accurate control between the charging pile and the electric vehicle.

[0085] In step S102, if the target access state is a charging and discharging coordinated state, then the relay switch units corresponding to the live wire set and the relay switch units corresponding to the neutral wire set of the control charging pile are all closed to output the first three-phase power signal; the power of the first phase in the first three-phase power signal is greater than the power of the second phase and the power of the first phase is greater than the power of the third phase.

[0086] Here, the relay switch units corresponding to the live wire set and the relay switch units corresponding to the neutral wire set are electronic switching devices used to control the on / off state of the power transmission line between the charging pile and the electric vehicle. When these relay switch units are closed, the corresponding lines are connected, and power can be transmitted smoothly. The first three-phase power signal is a three-phase AC power signal with a specific power distribution, wherein the power of the first phase is greater than the power of the second phase and greater than the power of the third phase.

[0087] For example, the relay switching unit can be an electromagnetic relay, which uses electromagnetic force to close and open the switch. For instance, when the charging pile controller sends a control signal, the coil of the electromagnetic relay is energized, generating an electromagnetic force that attracts the armature, causing the switch contacts to close and thus connecting the corresponding circuit. In this embodiment, when the target access state is a charging / discharging coordinated state, the charging pile controller will send a signal to the corresponding relay switching unit (such as...). Figure 2 This includes the relay switch units corresponding to the first sub-live wire L1a, the second sub-live wire L1b, the second phase live wire L2, and the third phase live wire L3, as well as the relay switch units corresponding to the neutral wire set (such as...). Figure 2 The relay switching units corresponding to the first sub-neutral line Na and the second sub-neutral line Nb send a closing signal to close all these relay switching units, thereby outputting the first three-phase power signal.

[0088] The power distribution of the first three-phase electrical signals is achieved through parameter settings in the charging pile's internal circuitry. For example, by adjusting the conductor specifications and impedance of the live wire and neutral wire sets, the first-phase live wire set (including the first and second sub-live wires) can carry a larger current, thus ensuring that the first-phase power is greater than the second-phase power and vice versa. For instance, the first-phase live wire set (such as...) Figure 2 As shown, it includes the first sub-fire line L1a and the second sub-fire line L1b) and the zero line set (such as...). Figure 2 As shown, the high-voltage circuit including the first sub-neutral line Na and the second sub-neutral line Nb is designed and selected according to the rated current carrying capacity of 32A, and the high-voltage circuits of the second phase live line L2 and the third phase live line L3 are designed and selected according to the rated current carrying capacity of 16A. In this way, when outputting the first three-phase power signal, the requirements that the power of the first phase is greater than the power of the second phase and the power of the third phase can be met.

[0089] Furthermore, once the target electric vehicle is determined to be in a charging and discharging coordinated state, the charging pile controls the relay switch unit to close in the manner described above, outputting the first three-phase power signal to provide power for the charging and discharging coordinated operation of the electric vehicle.

[0090] In step S103, under the condition that the charging pile outputs the first three-phase power signal, the first switch module corresponding to the discharge module of the electric vehicle and the second switch module corresponding to the charging module are all closed, so that the electric vehicle discharges to external devices during the charging process using the charging pile.

[0091] The first switch module corresponding to the discharge module and the second switch module corresponding to the charging module in an electric vehicle are switching devices used to control the flow of electrical energy inside the electric vehicle. When these switch modules are closed, the corresponding circuits are activated, realizing the transmission and distribution of electrical energy. The discharge module is used to convert the electrical energy in the electric vehicle battery into electrical energy suitable for use by external devices and output it, while the charging module is used to convert the electrical energy input from the charging pile into electrical energy suitable for charging the electric vehicle battery and charge the battery. The charging module of an electric vehicle typically includes components such as an on-board charger, which is responsible for converting the AC power input from the charging pile into DC power suitable for battery charging.

[0092] In an optional implementation, the first and second switching modules can be contactor switching units. For example, a contactor switching unit uses electromagnetic principles to close or open contacts under the action of a control signal, thereby controlling the on / off state of the circuit. In this embodiment, after the charging pile outputs the first three-phase power signal, the electric vehicle controller will send a signal to the first switching module corresponding to the discharge module (such as...). Figure 2 The 220V discharge port 203 is connected to the first contactor switch unit K21 and the second contactor switch unit K22 of the charging pile 10, and the second switch module corresponding to the charging module (such as...) Figure 2 The on-board charger 205, which is connected to the charging battery 204, sends a closing signal to the third contactor switch unit K23 and the fourth contactor switch unit K24, causing all these switch modules to close.

[0093] Specifically, the discharge module and charging module can contain various electronic components and circuits for energy conversion and control. For example, the inverter in the discharge module can convert the DC power from the battery into AC power suitable for external devices, while the on-board charger in the charging module can convert the AC power input from the charging pile into DC power suitable for battery charging. Furthermore, when the first and second switch modules are closed, during the charging process using the charging pile, the discharge module can discharge some of the electrical energy to external devices through the 220V discharge port, achieving coordinated charging and discharging to meet the user's power needs in different scenarios.

[0094] Furthermore, the interactive control method provided in this application embodiment also includes: after the first switch module corresponding to the discharge module of the electric vehicle and the second switch module corresponding to the charging module are all closed, controlling the electric vehicle to enter the charging and discharging mode; wherein, the charging and discharging mode refers to the working mode of using a charging pile to charge at a charging power of 11kW and discharging to external devices at a discharging power of 3.5kW.

[0095] Among them, the charging and discharging mode enables electric vehicles to discharge to external devices while charging.

[0096] For example, when a charging station charges an electric vehicle at 11kW, the first contactor switch unit connects the first phase live wire of the charging station to the 220V discharge port, the second contactor switch unit connects the neutral wire of the charging station to the 220V discharge port, and the third and fourth contactor switch units ensure that the on-board charger and the charging battery are properly connected. At this time, while the electric vehicle is charging, the discharge module converts some of the electrical energy into AC power suitable for external devices, discharging it to external devices (such as car refrigerators, outdoor lighting, etc.) at a discharge power of 3.5kW.

[0097] Optionally, an electric vehicle needs to meet several conditions to enter charging and discharging mode, such as stable power output from the charging station and the electric vehicle battery temperature being within a reasonable range. The controller monitors these conditions in real time, and only when all conditions are met will it control the relevant contactor switch unit to close, entering charging and discharging mode, ensuring the safety and efficiency of the charging and discharging process.

[0098] Furthermore, by controlling the closing of the relevant contactor switch unit in the above manner, the electric vehicle enters the charging and discharging mode, realizing the functions of charging with 11kW charging power and discharging with 3.5kW discharging power, thus meeting the user's power needs in different scenarios.

[0099] For example, when an electric vehicle needs charging, the charging gun of the charging station is plugged into the car's charging port. The charging station's PWM generator first outputs an initial control signal (voltage amplitude of 9V, duty cycle of 96%) to the electric vehicle. If the electric vehicle supports charge-discharge coordination, it will process the initial control signal, adjusting the voltage amplitude to 6V while maintaining the same duty cycle. After detecting this signal change, the charging station determines that the electric vehicle's target access state is charge-discharge coordination. At this time, the charging station's controller controls the relay switching units corresponding to the live wire set (i.e., the relay switching units corresponding to the first sub-live wire, second sub-live wire, second phase live wire, and third phase live wire) and the relay switching units corresponding to the neutral wire set (the relay switching units corresponding to the first and second sub-neutral wires) to close completely, outputting the first three-phase power signal. Because the high-voltage circuits of the first live wire set (including the first sub-live wire L1a and the second sub-live wire L1b) and the neutral wire set (including the first sub-neutral wire Na and the second sub-neutral wire Nb) are designed and selected according to a rated current-carrying capacity of 32A, and the high-voltage circuits of the second live wire L2 and the third live wire L3 are designed and selected according to a rated current-carrying capacity of 16A, the power of the first phase in the output three-phase electrical signal is greater than the power of the second phase and greater than the power of the third phase. Then, after detecting the first three-phase electrical signal output by the charging pile, the electric vehicle controller controls the first switch module corresponding to the discharge module (such as the first contactor switch unit and the second contactor switch unit connected to the 220V discharge port and the charging pile) and the second switch module corresponding to the charging module (such as the third contactor switch unit and the fourth contactor switch unit connected to the on-board charger and the charging battery) to close completely. In this way, while charging at 11kW using charging piles, new energy vehicles can also discharge to external devices at 3.5kW through the 220V discharge port, such as powering in-vehicle refrigerators and outdoor lighting equipment, achieving efficient charging and discharging coordination.

[0100] Optionally, the interactive control method provided in this application embodiment further includes:

[0101] Step 201: If the target access state is a three-phase charging state, then the relay switch units corresponding to one of the live wires in the first phase live wire group, the second phase live wire, the third phase live wire, and one of the neutral wires in the neutral wire group of the control charging pile are all closed to output the second and third phase power signals; the first phase power, the second phase power, and the third phase power in the second and third phase power signals are the same.

[0102] In this context, three-phase charging refers to the operational state of an electric vehicle after being connected to a charging station and confirmed through interaction to require charging in the form of three-phase electricity. The relay switch unit corresponding to one of the first-phase live wires, the second-phase live wire, the third-phase live wire, and one of the neutral wires is a key component controlling the on / off state of the three-phase charging line between the charging station and the electric vehicle; its closure directly determines whether electrical energy can be transmitted. The second and third-phase electrical energy signals are three-phase alternating current signals, characterized by balanced three-phase power.

[0103] For example, the high-voltage circuits of the second and third phase live wires are designed and selected according to a rated current carrying capacity of 16A. When the target electric vehicle is detected to be in a three-phase charging state, the charging pile controller will send a closing command to the relay switch unit controlling one of the live wires (such as the first or second sub-live wire), the second live wire, the third live wire, and one of the neutral wires (such as the first or second sub-neutral wire). For example, if the relay switch units corresponding to the first sub-live wire, the second live wire, the third live wire, and the first sub-neutral wire are closed, due to the reasonable configuration of the line parameters, the three-phase power in the output second and three-phase power signals is the same. At this time, the power output is 11kW (three-phase / 220V / 16A) according to the maximum allowable capacity, which meets the three-phase charging requirements of the electric vehicle.

[0104] Specifically, taking electromagnetic relays as an example of relay switching units, when the controller of the charging pile detects that the electric vehicle is in a three-phase charging state, it sends energizing signals to the four electromagnetic relays corresponding to one of the live wires of the first phase, the second phase, the third phase, and one of the neutral wires of the neutral wires, so that the relevant circuits of the electromagnetic relays are turned on and output stable second and third phase power signals.

[0105] In practical applications, when the charging pile outputs the initial control signal (such as a PWM signal with a duty cycle of 96%), if the electric vehicle cannot correctly recognize it, the duty cycle of the PWM signal is adjusted to 26.7%. When the electric vehicle can correctly recognize and enter the charging process, and current is detected in all three phases, the charging pile will close the corresponding relay switch unit in the above manner, output the second and third phase power signals, and enter the three-phase charging mode.

[0106] Step 202: Under the condition that the charging pile outputs the second and third phase power signals, control the second switch module corresponding to the charging module of the electric vehicle to close, so that the electric vehicle can use the charging pile for three-phase charging.

[0107] Here, when the charging pile outputs the second and third phase electrical signals, the electric vehicle's controller receives these signals and sends a closing command to the second switching module, such as the third and fourth contactor switch units. For example, the input terminal of the on-board charger is connected to the first, second, and third phase live wires and the neutral wire of the charging pile, while the output terminal is connected to the rechargeable battery through the third and fourth contactor switch units. When the third and fourth contactor switch units close, the on-board charger converts the three-phase AC power input from the charging pile into DC power to charge the rechargeable battery, thus realizing the three-phase charging process for the electric vehicle.

[0108] Specifically, when the second and third phase electrical energy signals output by the charging pile are detected to meet the charging requirements, the controller will control the second switch module to close according to a preset program. For example, in some smart electric vehicles, the controller has a built-in complex charging management system. This system monitors the electrical energy signal parameters input by the charging pile in real time, such as voltage, current, and frequency. Only when these parameters meet the three-phase charging standard will the controller control the second switch module to close, ensuring the safety and efficiency of the charging process.

[0109] Subsequently, after the charging pile outputs the second and third phase electrical energy signals, the electric vehicle controls the second switch module corresponding to the charging module to close in the manner described above, thereby successfully using the charging pile for three-phase charging and meeting the charging needs of the electric vehicle battery.

[0110] The embodiments of this application can integrate charging and discharging coordination function and three-phase charging function on a single charging pile to adapt to electric vehicles with different needs. This allows only one type of charging pile to meet the charging needs of electric vehicles with various power levels in the market, solving the problem of numerous charging pile models and improving the universality and adaptability of charging piles.

[0111] Optionally, the interactive control method provided in this application embodiment further includes:

[0112] Step 301: If the target access state is single-phase charging state, then control the relay switch unit corresponding to the first phase live wire set and the relay unit corresponding to the neutral wire set of the charging pile to close all of them to output a single-phase power signal.

[0113] In this step, single-phase charging status refers to the working state of the electric vehicle after it is connected to the charging station and confirmed interactively that it needs to be charged in the form of single-phase electricity. The single-phase power signal is a single-phase AC power signal used to provide single-phase charging power to the electric vehicle.

[0114] In an optional implementation, when the charging pile detects that the target electric vehicle is in a single-phase charging state, the controller sends closing commands to all relays controlling the relay switch units of the first phase live wire set (i.e., the first sub-live wire and the second sub-live wire) and the neutral wire set (i.e., the first sub-neutral wire and the second sub-neutral wire). For example, when all the relay switch units corresponding to the first sub-live wire, the second sub-live wire, the first sub-neutral wire, and the second sub-neutral wire are closed, the charging pile outputs a single-phase power signal according to the maximum allowable capacity of 7kW (single-phase / 220V / 32A) to charge the electric vehicle in a single-phase manner.

[0115] For example, taking the relay switch unit as an electromagnetic relay, in some small electric vehicle charging scenarios, after receiving the single-phase charging request signal from the electric vehicle, the controller of the charging pile controls the electromagnetic relays corresponding to the first phase live wire set and the neutral wire set to close, establish a single-phase charging circuit, and output a stable single-phase power signal.

[0116] Specifically, after the charging pile outputs the initial control signal, if it detects that there is current in only one phase, it adjusts the duty cycle of the PWM signal to 53.3%. At this time, the charging pile closes all relay switching units corresponding to the first phase live wire (i.e., Figure 2 The relay switch units corresponding to the first sub-live wire L1a and the second sub-live wire L1b in the middle), and all relay switch units corresponding to the neutral wire set (i.e. Figure 2 The relay switch unit corresponding to the first sub-neutral line Na and the second sub-neutral line Nb in the process outputs a single-phase power signal in the manner described above and enters the single-phase charging process.

[0117] Step 302: Under the condition that the charging pile outputs a single-phase power signal, control the second switch module corresponding to the charging module of the electric vehicle to close, so that the electric vehicle can use the charging pile for single-phase charging.

[0118] The second switch module here has the same function and structure as the second switch module in steps 103 and 202, and will not be described again here.

[0119] Specifically, when the charging pile outputs a single-phase electrical signal, the electric vehicle's controller detects this signal and sends a signal to the second switching module corresponding to the charging module (such as...). Figure 2 The third contactor switch unit K23 and the fourth contactor switch unit K24 send a closing command. Figure 2In this system, the input terminal of the on-board charger 205 is connected to the first phase live wire and neutral wire of the charging pile 10, and the output terminal is connected to the charging battery 204 through the third contactor switch unit K23 and the fourth contactor switch unit K24. When the third contactor switch unit K23 and the fourth contactor switch unit K24 are closed, the on-board charger 205 converts the input single-phase AC power into DC power to charge the charging battery 204, realizing the single-phase charging process of the electric vehicle 20.

[0120] Furthermore, after the charging pile outputs a single-phase power signal, the electric vehicle controls the second switch module corresponding to the charging module to close in the manner described above, and can use the charging pile to complete single-phase charging, thus meeting the vehicle's charging needs in this scenario.

[0121] This application embodiment can integrate charging and discharging coordination function, three-phase charging function and single-phase charging function on a single charging pile to adapt to electric vehicles with different needs. In this way, before the charging pile starts charging, the controller circuit will first detect and judge the charging needs of the electric vehicle, and then control the corresponding relay switch unit to operate according to the judgment result, thereby realizing charging output of different power. This allows only one type of charging pile to meet the charging needs of electric vehicles with various power in the market, solving the problem of numerous charging pile models and improving the universality and adaptability of charging piles.

[0122] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the technical scope disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the protection scope of this application. Therefore, the protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A charging pile, characterized in that, It includes a charging circuit, a controller circuit, and a switching circuit. The charging circuit is used to connect to the electric vehicle through the switching circuit, and the controller circuit is connected to the switching circuit. The charging circuit includes a first phase live wire set, a second phase live wire, a third phase live wire, a neutral wire set, a ground wire, and four output lines. The first phase live wire set, the second phase live wire, the third phase live wire, and the neutral wire set are each connected to an output line. The output lines are used to connect to the electric vehicle. The ground wire is grounded. The first phase live wire set includes a first sub-live wire and a second sub-live wire; the neutral wire set includes a first sub-neutral wire and a second sub-neutral wire; the switching circuit includes six relay switching units; the first sub-live wire is connected to the first output line through the first relay switching unit; the second sub-live wire is connected to the first output line through the second relay switching unit; the second phase live wire is connected to the second output line through the third relay switching unit; the third phase live wire is connected to the third output line through the fourth relay switching unit; the first sub-neutral wire is connected to the fourth output line through the fifth relay switching unit; and the second sub-neutral wire is connected to the fourth output line through the sixth relay switching unit.

2. The charging post of claim 1, wherein, The rated current carrying capacity of the first phase wire set is greater than that of the second phase wire, and the rated current carrying capacity of the first phase wire set is greater than that of the third phase wire. The rated current carrying capacity of the second phase wire and the rated current carrying capacity of the third phase wire are the same.

3. The charging post of claim 2, wherein, The rated current carrying capacity of the first sub-wire is the same as that of the second sub-wire.

4. The charging pile according to claim 3, characterized in that, The rated current carrying capacity of the first phase live wire is 32A, and the rated current carrying capacity of the second phase live wire and the rated current carrying capacity of the third phase live wire are both 16A.

5. The charging post of claim 2, wherein, The cross-sectional area of ​​the first output line is greater than that of the second output line, and the cross-sectional area of ​​the first output line is greater than that of the third output line. The cross-sectional area of ​​the first output line is the same as that of the fourth output line.

6. The charging station of claim 1, wherein, The charging station also includes a charging gun, and the first output line, the second output line, the third output line and the fourth output line extend into the charging gun.

7. An interactive control system of a charging pile and an electric vehicle, characterized in that, It includes an electric vehicle and a charging station as described in any one of claims 1 to 6, wherein the charging station is connected to the electric vehicle via the charging gun.

8. The interactive control system of claim 7, wherein, The electric vehicle includes a charging module and a discharging module. The discharging module is connected to the first phase live wire set and the neutral wire set of the charging pile through a first switch module. The charging module is connected to the first phase live wire set, the second phase live wire, the third phase live wire, and the neutral wire set of the charging pile through a second switch module.

9. The interactive control system of claim 8, wherein, The discharge module includes a 220V discharge port, and the first switch module includes a first contactor relay switch unit and a second contactor relay switch unit. The first phase live wire of the charging pile is connected to the 220V discharge port through the first contactor relay switch unit, and the neutral wire of the charging pile is connected to the 220V discharge port through the second contactor relay switch unit.

10. The interactive control system of claim 8, wherein, The charging module comprises an on-board charger and a charging battery, the second switch module comprises a third contactor relay switch unit and a fourth contactor relay switch unit, the first phase live wire set, the second phase live wire, the third phase live wire and the zero line set of the charging pile are connected with the on-board charger, and the on-board charger is connected with the charging battery through the third contactor relay switch unit and the fourth contactor relay switch unit.

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