A terminal-intervention management device for power coordination control of charging piles

Abstract

This utility model relates to the field of new energy vehicle charging facility technology, specifically a charging pile power collaborative control device with terminal intervention management. It includes a main control board with a core control MCU and a vehicle status simulation unit mounted on the back. A PLC decoding unit is mounted on the front. The core control MCU communicates with the PLC decoding unit to decode the HPLC high-speed carrier signal. A charging pile PWM signal detection unit is also mounted on the front of the main control board to detect the original PWM duty cycle output by the charging pile in real time and feed it back to the core control MCU. This utility model has the advantages of high compatibility, localized rapid response, flexible deployment, and hierarchical precise control. Based on a three-level threshold strategy using the utilization coefficient, it can achieve smooth power adjustment, avoid sudden load drops affecting user experience, and ensure power distribution safety.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicle charging facilities technology, specifically a charging pile power collaborative control device with terminal intervention management. Background Technology

[0002] With the popularization of new energy vehicles, the demand for destination AC slow charging facilities has surged. However, existing power distribution systems (such as older residential areas and traditional parking lots) face challenges such as insufficient power distribution capacity and high expansion costs when installing charging piles on a large scale because their initial planning did not reserve charging load. Current mainstream technical solutions mainly fall into two categories: cloud-based centralized control mode and local self-organizing network control mode. For example, some centralized charging stations connect their charging piles to a charging service platform via 4G / 5G or other IoT or internet connections. The platform calculates the total power used by all connected devices and uses a preset maximum safe power. Once the usage limit is reached, the platform issues power control commands to some charging piles to reduce their power. Simultaneously, there are also load control methods based on charging pile self-organizing networks. After each charging pile in the charging station is powered on, smart meter power monitoring and control algorithms are used. Through communication methods such as 485 communication cables or WIFI networking, the power of charging piles connected within the meter's monitoring range is controlled, regulating the output power of each charging pile.

[0003] The existing regulatory measures have the following shortcomings: First, centralized cloud control relies on the network: it depends on 4G / 5G networks to transmit total power data, which has a response delay (cannot achieve second-level protection), and data lag when multiple devices are started at the same time can easily cause security risks; the high response delay makes it impossible to achieve second-level overload protection. Second, local self-organizing network control is difficult to solve the coordination in mixed scenarios: Through the 485 / WIFI connection charging pile solution, it is difficult to unify the control of personal charging piles and operational charging piles, as well as cross-vendor equipment due to protocol incompatibility; it is not compatible with cross-vendor equipment, and there is no unified control mechanism in the mixed scenario of personal private charging piles and operational charging piles, and it is even more difficult to coordinate when multiple operators coexist. Third, there is a lack of coordination among multiple operators: the absence of cross-entity linkage mechanisms leads to significant risks of load fluctuations. Utility Model Content

[0004] To address the aforementioned issues, this application provides a charging pile power collaborative control device with terminal intervention management, which solves the problems of strong network dependence, poor compatibility, and collaborative failure in existing control schemes.

[0005] The technical solution provided by this utility model is: a charging pile power collaborative control device with terminal intervention management, characterized in that it includes: Equipment main control board; The core control MCU and the vehicle status simulation unit are mounted on one side of the main control board of the device. The PLC decoding unit is installed on the other side of the main control board of the equipment. The core control MCU communicates with the PLC decoding unit to extract the HPLC high-speed carrier communication signal for data communication. The charging pile PWM signal detection unit is also installed on the front of the main control board of the equipment. It is used to detect the original PWM duty cycle of the charging pile output in real time and feed it back to the core control MCU. An ADC detection unit is also installed on the main control board of the device on the same side as the PLC decoding unit. It is controlled by a built-in PWM generator in the core control MCU.

[0006] The beneficial effects of this utility model are as follows: 1. High compatibility: By intervening in the control guidance signal rather than relying on the device communication protocol, it can be adapted to all charging piles that comply with GB / T 18487.1 standard (including existing / new, private / operational, and cross-vendor), without the need to modify the original charging pile structure; 2. Localized rapid response: Utilizing PLC or local communication, the response delay is ≤100ms, solving the lag problem of cloud-based control and enabling millisecond-level overload protection; 3. Flexible deployment: The terminal module can be installed externally in series (suitable for existing charging piles) or integrated internally (suitable for new charging piles), resulting in low installation cost and short construction period; 4. Precise control in stages: Based on the three-level threshold strategy of the utilization factor, the power can be smoothly adjusted to avoid the impact of sudden load drops on user experience, while ensuring power distribution safety. Attached Figure Description

[0007] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0008] Figure 1 A schematic diagram of a terminal intervention management charging pile power collaborative control device provided by this utility model; Figure 2 A schematic diagram of the overall application connection of a charging pile power collaborative control device with terminal intervention management provided by this utility model; Figure 3 A schematic diagram of the front structure of the main control board of a charging pile power collaborative regulation device for terminal intervention management provided by this utility model; Figure 4 This is a schematic diagram of the back structure of the main control board of a charging pile power collaborative control device for terminal intervention management provided by this utility model.

[0009] In the diagram: 100, outer casing; 1, main power input interface; 2, module power supply unit; 3, PWM square wave amplification and processing unit; 4, charging pile PWM signal detection unit; 5, ADC detection unit; 6, signal intervention CP input port; 7, signal intervention CP output port; 8, PLC decoding unit; 9, vehicle status simulation unit S1; 10, vehicle status simulation unit S2; 11, core control MCU. Detailed Implementation

[0010] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the present utility model will be briefly introduced below in conjunction with the accompanying drawings and descriptions of the embodiments or the prior art. Obviously, the following description of the structure of the accompanying drawings is only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. It should be noted that the description of these embodiments is used to help understand this utility model, but does not constitute a limitation on this utility model.

[0011] As shown in Figure 1- Figure 4 As shown, this utility model embodiment provides a charging pile power collaborative control device with terminal intervention management, including a housing 100 and a device main control board. The device main control board is installed inside the housing 100 and on the control guide line (CP line) between the charging pile and the charging gun. The back of the device main control board is equipped with a core control MCU 11 and a vehicle status simulation unit. The core control MCU11 has a built-in regulation strategy program. It receives the decoded overload coefficient, stores the original PWM duty cycle of the charging pile, defines the regulation strategy according to the overload coefficient, calculates the corresponding target duty cycle, and controls the vehicle state simulation unit and the output new PWM waveform ADC detection unit to work together. The power acquisition central controller unit of the core control MCU11 uses a Hall current sensor (range 0-1000A), the MCU uses an STM32F407VET6, and the communication unit uses an HPLC high-speed communication module. The module can set the maximum monitoring power offline or transmit the maximum variable power through the cloud.

[0012] The main control board of the equipment is equipped with a PLC decoding unit 8. The core control MCU11 communicates with the PLC decoding unit 8 to resolve the HPLC high-speed carrier communication digital signal. The communication unit of the core control MCU11 is matched with the communication protocol, receives and decodes the overload coefficient signal, and outputs it to the core control MCU11 through the serial port. In this embodiment, the PLC decoding unit 8 is connected in parallel to the power cable. The core module detects the HPLC carrier analog signal of the power cable, and the built-in MCU of the core decoder translates the standard carrier protocol to generate a digital signal. The data is then transmitted to the core control MCU 11 of this device via UART to complete the instruction transmission.

[0013] The front of the main control board of the equipment is also equipped with a charging pile PWM signal detection unit 4, which detects the original PWM duty cycle of the charging pile output in real time (corresponding to the maximum output power of the charging pile) and feeds it back to the core control MCU11. In this embodiment, the charging pile PWM signal detection unit 4 is connected in parallel to the CP control line of the charging pile to monitor the PWM signal level of the original charging pile. The actual output duty cycle data of the charging pile is calculated by the detection ratio of high and low levels, and the maximum output power capability of the charging pile is calculated.

[0014] The main control board of the device is also equipped with an ADC detection unit 5 for PWM signal output. Through the built-in PWM generator of the core control MCU11, a new PWM duty cycle signal (lower than the original duty cycle) is generated according to the control strategy, and output to the charging gun (i.e. the car end) to monitor the car connection status.

[0015] In this embodiment, the ADC detection unit 5 of the PWM signal output of this device is a circuit with the same function as the CP control of the charging pile. This circuit can not only use the instructions of the core control MCU11 to convert into actual signal output with different PWM duty cycles, but also detect the connection and charging status or other safety status of the car. These statuses need to be turned off or on in time by the core control MCU11.

[0016] ADC detection unit 5 is an ADC circuit for checking the PWM duty cycle and an ADC circuit for checking the CP status.

[0017] The charging pile is connected to the car simulation switch controller via the signal intervention CP input port 6. The car simulation switch controller is connected to the core control MCU11, and the core control MCU11 is connected to one end of the ADC checking PWM duty cycle circuit. The other end of the ADC checking PWM duty cycle circuit is connected to the signal intervention CP input port 6.

[0018] One end of the ADC checking CP status circuit is connected to the core control MCU11, and the other end of the ADC checking CP status circuit is connected to the signal intervention CP output port.

[0019] The PLC decoding unit 8 is a PLC decoding core board. The PLC decoding unit (8) is connected to the core board power supply. Both the charging pile and the core board power supply are connected to a 220V power supply. A central controller is connected to the 220V power input terminal of the core board power supply.

[0020] Specifically, the main control board of the device is also equipped with a main power input interface 1, a power frequency power input terminal, a PLC carrier signal input source, and a 220V line for the charging pile connected in parallel at the top.

[0021] Specifically, the main control board of the device is also equipped with a module power supply unit 2, a low-voltage power supply processing module, which converts 220V AC into ±12V, 5V and 3.3V used by the device to power each module unit.

[0022] Specifically, the device's main control board is also equipped with a PWM square wave amplification and processing unit 3, which amplifies the PWM generated by the core control MCU 11 to a ±12V, 1KHz CP control guide signal.

[0023] Specifically, the main control board of the device is also equipped with a signal intervention CP input port 6 on the front, and a charging pile CP connection terminal is connected to the CP signal output terminal of the charging pile to realize the cut-off processing of the original control guidance circuit.

[0024] Specifically, the main control board of the device is also equipped with a signal input CP output port 7 on the front. The CP output terminal of this device is connected to the CP signal terminal of the charging gun of the charging pile to realize the control and guidance of new energy vehicles.

[0025] In this embodiment, the signal intervention CP input port 6 and the signal intervention CP output port 7 are respectively connected to the charging pile CP line and the CP control guide line connected to the car, completing the unique intervention connection of the charging pile, which is equivalent to connecting this device in series to the original charging pile CP signal line.

[0026] Specifically, the vehicle status simulation unit includes a vehicle status simulation unit S19 and a vehicle status simulation unit S210. The vehicle status simulation unit S19 uses a 2740Ω matching resistor and includes a set of LDO control switches (simulating the matching resistor of the S1 switch of the vehicle). According to the instructions of the core control MCU11, it feeds back the DC and PWM signal status of "vehicle connected" to the charging pile to ensure that the charging pile can normally recognize that the vehicle has been plugged in and can start normally. The vehicle status simulation unit S210 uses a 1300Ω matching resistor and includes a set of LDO control switches (simulating the matching resistor of the S2 switch in a car). According to the instructions of the core control MCU11, it feeds back a "charging allowed" status signal to the charging pile (completing the 9V / 6V level switching) to ensure that the charging pile outputs power normally.

[0027] In this embodiment, the vehicle state simulation unit S19 and vehicle state simulation unit S210 are connected in parallel to the CP control line of the original charging pile. Through the switch combination, changes in the vehicle state are simulated to inform the charging pile of the current voltage data of the vehicle's CP control line. This state determines the output power control switch of the charging pile. Since this device, after changing the PWM waveform of the CP control guide, cannot interfere with the PWM under the strict monitoring of the original charging pile, it is impossible to connect the charging pile's CP control line in parallel to the vehicle's charger. Therefore, this simulation switch group must be added to ensure that the original control logic of the charging pile remains unchanged and to achieve physical signal isolation between the charging pile and the vehicle. On some non-standard charging piles, vehicles implementing the new national standard may not be able to be charged. Using this device can also make the charging pile comply with the new national standard requirements; for example, the CP control line needs to add diode functionality as required by the latest national standard.

[0028] Furthermore, when this utility model device is installed as an independent external unit, it adopts a guide rail installation mode. When it is built into a charging pile, the core control board is fixed at any position inside the charging pile or installed using a prefabricated rail. For external and internal connections, it is only necessary to lead the CP line of the charging pile to this device, and connect the CP output line of this device to the CP line of the charging gun. However, the 220V power supply needs to be connected in parallel to the external power line or the input power line inside the charging pile.

[0029] Equipment workflow: (1) Load monitoring: The core control MCU11 collects the total power of the power distribution trunk line in real time and calculates the "overload factor" (e.g., actual use 112kW / maximum allowable use 120KW=0.93). (2) Command issuance: The core control MCU11 broadcasts the overload coefficient to all end control devices via power line carrier PLC communication; (3) Signal detection and status simulation: The end control equipment detection unit collects the original PWM duty cycle of the charging pile in use (e.g., 53.3% for 7kW). At the same time, the vehicle status simulation unit S19 and the vehicle status simulation unit S210 are closed to ensure that the charging pile outputs power normally. This switch state is a copy of the real-time state of the vehicle. (4) Waveform reconstruction and power regulation: The core control MCU11 controls the PWM waveform reconstruction unit to generate the target duty cycle (53.3%×90%≈48%) according to the overload coefficient matching regulation strategy (such as 0.93 corresponding to 10% derating), and outputs it to the car end to limit the charging power; (5) Closed-loop adjustment: The central controller continuously updates the usage coefficient, and the terminal modules respond in real time, forming a "monitoring-control-feedback" closed loop.

[0030] Specific examples: When the rated capacity of the power distribution trunk line is 120KW and 16 7kW charging piles are started at the same time, the total power reaches 112KW, and the utilization factor is 0.93. The core control MCU11 sends a utilization factor of 0.93 to all end devices via the PLC; The terminal device detected that the original PWM duty cycle of the charging pile was 53.3% (corresponding to 7kW), and the module MCU calculated the target duty cycle as 53.3% × (1-10%) = 48%. The vehicle status simulation unit S210 closes the relay to send a 9V / 6V level signal back to the charging pile to ensure power supply to the charging pile. The PWM square wave amplifier processing unit 3 outputs a 48% duty cycle signal to the car. At this time, the charging power = 48% × 0.6 × 220V ≈ 6.33kW. The total power of the 16 charging piles dropped to 6.33kW×16≈101.3kW, with a utilization factor of 0.84, which is lower than the threshold of 0.9, and the power distribution system returned to a safe state.

[0031] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A charging pile power collaborative control device with terminal intervention management, characterized in that, include: Equipment main control board; The core control MCU (11) and the vehicle status simulation unit are installed on one side of the main control board of the device; The PLC decoding unit (8) is installed on the other side of the main control board of the equipment. The core control MCU (11) communicates with the PLC decoding unit (8) to resolve the HPLC high-speed carrier signal. The charging pile PWM signal detection unit (4) is also installed on the front of the main control board of the equipment. It is used to detect the original PWM duty cycle of the charging pile output in real time and feed it back to the core control MCU (11). The ADC detection unit (5) is also installed on the main control board of the device on the same side as the PLC decoding unit (8). It is connected to the PWM generator built into the core control MCU (11).

2. The charging pile power collaborative control device with terminal intervention management according to claim 1, characterized in that, The main control board of the equipment is also equipped with a main power input interface (1) and a power frequency power access terminal including a PLC carrier signal input source.

3. The charging pile power collaborative control device with terminal intervention management according to claim 1, characterized in that, The main control board of the device is also equipped with a module power supply unit (2) to supply power to each module unit.

4. The charging pile power collaborative control device with terminal intervention management according to claim 1, characterized in that, The main control board of the device is also equipped with a PWM square wave amplification and processing unit (3).

5. The charging pile power collaborative control device with terminal intervention management according to claim 1, characterized in that, The main control board of the device is also equipped with a signal intervention CP input port (6), and the charging pile CP access terminal is connected to the CP signal output terminal of the charging pile.

6. The charging pile power collaborative control device with terminal intervention management according to claim 1, characterized in that, The main control board of the device is also equipped with a signal intervention CP output port (7), which is connected to the CP signal terminal of the charging gun of the charging pile.

7. The charging pile power collaborative control device with terminal intervention management according to claim 1, characterized in that, The vehicle state simulation unit includes at least vehicle state simulation unit S1 (9) and vehicle state simulation unit S2 (10), both of which contain a set of LDO control switches.

8. The charging pile power collaborative control device with terminal intervention management according to claim 7, characterized in that, The vehicle state simulation unit S1 (9) uses a 2740Ω matching resistor.

9. A charging pile power collaborative control device with terminal intervention management according to claim 7, characterized in that, The vehicle state simulation unit S2 (10) uses a 1300Ω matching resistor.

10. A charging pile power collaborative control device with terminal intervention management according to any one of claims 1-9, characterized in that, The ADC detection unit (5) is an ADC circuit for checking the PWM duty cycle and an ADC circuit for checking the CP status.

11. A charging pile power collaborative control device with terminal intervention management according to claim 10, characterized in that, The charging pile is connected to the car simulation switch controller via the signal intervention CP input port (6). The car simulation switch controller is connected to the core control MCU (11). The core control MCU (11) is connected to one end of the ADC checking PWM duty cycle circuit. The other end of the ADC checking PWM duty cycle circuit is connected to the signal intervention CP input port (6).

12. The charging pile power collaborative control device with terminal intervention management according to claim 10, characterized in that, One end of the ADC checking CP status circuit is connected to the core control MCU (11), and the other end of the ADC checking CP status circuit is connected to the signal intervention CP output port.

13. A charging pile power collaborative control device with terminal intervention management according to any one of claims 1-9, characterized in that, The PLC decoding unit (8) is a PLC decoding core board. The PLC decoding unit (8) is connected to the core board power supply. Both the charging pile and the core board power supply are connected to a 220V power supply. A central controller is connected to the 220V power input terminal of the core board power supply.

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