KR102039703B1 - Charging apparatus for vehicles - Google Patents

Abstract

The charging device of the present invention includes an AC module through which AC power flows; A power module connected to the AC module and having two power units configured to convert the AC power into charging power input to the electric vehicle, wherein the output end of the first power unit and the output end of the second power unit are provided in the power module. When the connection terminal is connected in parallel, the output terminal of the first power unit and the output terminal of the second power unit is defined in parallel, the power module is electrically connected to the connection terminal and electrically connectable to different electric vehicles The first output unit and the second output unit may be provided.

Description

Charging Device {CHARGING APPARATUS FOR VEHICLES}

The present invention relates to a charging device for charging an electric vehicle moving with electricity.

An electric vehicle (EV) or a hybrid vehicle is installed with a battery, and a battery management system (BMS) is installed as a battery control system.

Currently, as part of the development of green technology, a lot of researches on electric vehicle charging systems have been conducted to increase the utility of electric vehicles as well as electric vehicles. However, the charging system that meets a variety of consumer needs as well as technical problems to be solved only to the development progress stage so far has not been popularized.

Korean Patent Publication No. 0275147 discloses a technology for transmitting a generator control signal and a generator status signal through the same transmission line, but specific realization means for achieving a charging service, for example, a method of protecting a battery and convenience of expanding a charging line. There is no suggestion for improvement.

Korean Registered Patent Publication No. 0275147

The present invention is to provide a charging device capable of power distribution or protection of an electric vehicle battery for a plurality of electric vehicles, and easy to expand.

Technical problems to be achieved by the present invention are not limited to the above-mentioned technical problems, and other technical problems not mentioned above will be clearly understood by those skilled in the art from the following description. Could be.

The charging device of the present invention includes an AC module through which AC power flows; A power module connected to the AC module and having two power units configured to convert the AC power into charging power input to the electric vehicle, wherein the output end of the first power unit and the output end of the second power unit are provided in the power module. When the connection terminal is connected in parallel, the output terminal of the first power unit and the output terminal of the second power unit is defined in parallel, the power module is electrically connected to the connection terminal and electrically connectable to different electric vehicles The first output unit and the second output unit may be provided.

According to the present invention, since the power module is formed of only two power units and only three switches or less, a charging device having a very simple structure can be provided.

Connection between each power unit is required for power distribution for a plurality of electric vehicles. According to the present invention, since only two power units are connected in parallel with each other, a complicated connection structure of a spider web structure is not required. Therefore, there is an advantage that failure is not easily generated and maintenance is very easy.

In addition, since the control unit for controlling the switch is provided in each of the power module, each power module can operate independently of the other power module. Therefore, it is very easy to further add the power module, there is an advantage that the normal operation of the remaining power module is guaranteed regardless of the addition and deletion of a specific power module.

In addition, the charging device of the present invention is capable of distributing power to two electric vehicles by using two power units provided in the power module, and effectively protects a battery of a specific electric vehicle and does not supply or produce remaining surplus power to another electric vehicle. Can be.

1 is a schematic view showing a charging device of the present invention.
2 is a graph illustrating an operation mode of a power module.
3 is a schematic diagram illustrating a power module of the present invention.
4 to 7 are schematic diagrams showing the operation of the power module.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In this process, the size or shape of the components shown in the drawings may be exaggerated for clarity and convenience of description. In addition, terms that are specifically defined in consideration of the configuration and operation of the present invention may vary depending on the intention or custom of the user or operator. Definitions of these terms should be made based on the contents throughout the specification.

1 is a schematic view showing a charging device of the present invention.

The charging device shown in FIG. 1 may include a power center 110 and a kiosk 130.

The power center 110 may supply charging power input directly to the electric vehicle 90. For example, the power center 110 may receive commercial power (alternating power) provided from an external power source of the power provider through the commercial line 170. The power center 110 may convert the input commercial power into charging power directly input to the electric vehicle 90. The electric vehicle 90 may include an electric vehicle that is purely driven only by a motor, and a hybrid vehicle that moves the vehicle by using a combined engine and a motor.

Kiosk 130 may be separate from power center 110. The kiosk 130 may be provided with a power line 180 connected to the power center 110 and a vehicle line 190 connected to the electric vehicle 90. The vehicle line 190 may be formed to be replaceable with respect to the terminal unit 150 provided in the kiosk 130. The vehicle line 190 may be formed to have a one-to-one correspondence with the power line 180. If two vehicle lines are to be provided in one kiosk, two power lines may be connected between the kiosk and the power center.

If commercial power is supplied through the power line, and the power module is provided in the kiosk, the vehicle line may be provided in a greater number than the power line.

The power line 180 and the vehicle line 190 may include a cable provided with a conductive lead surrounded by an insulator.

Since the kiosk 130 should be disposed in a position facing the vehicle, the kiosk 130 may be installed outdoors in the sunlight.

On the other hand, the power center 110 detachable from the kiosk 130 may be disposed in a room that is isolated from the outside. It is easy to install an air conditioning system that cools the power center 110 through a limited space in the room. As a result, since a decrease in efficiency of the power center 110 due to the temperature rise is prevented, the power consumption of the power center 110 may also be reduced. In addition, a safety accident of the user due to the user's approach can be prevented.

The kiosk 130 may be electrically connected to the power center 110 by the power line 180. Kiosk 130 may be electrically connected to electric vehicle 90 by vehicle line 190. As a result, the power center 110 and the electric vehicle 90 may be electrically connected by the power line 180 and the vehicle line 190.

The kiosk 130 may be connected to a plurality of power centers 110.

The kiosk 130 may receive charging power from the power center 110 through the power line 180, and transfer the received charging power to the electric vehicle 90 through the vehicle line 190.

The power center 110 may be provided with a plurality of connection terminals 115 to which the power line 180 is detachably connected.

The number of kiosks 130 connected to the power center 110 through the plurality of connection terminals 115 may be extended.

The power center 110 may include an AC module 309 through which AC power corresponding to commercial power flows, and a power module 300 having two power units for converting AC power into charging power input to the electric vehicle 90. Can be. The power module 300 may be electrically connected to the AC module 309 to receive AC power from the AC module 309.

In the above description, the power center 110 and the kiosk 130 have been separated, but the power module 300 and the kiosk 130 installed in the kiosk 130 may be integrated.

The controller 370 for controlling the power module 300 may be provided. The controller 370 may be installed in the power module 300.

The controller 370 may determine a difference between the contract power value set to supply the electric vehicle 90 and the protection power value for protecting the electric vehicle 90.

The power module 300 may supply the electric vehicle 90 by lowering the charging power by the surplus power k generated due to the difference between the contract power value and the protection power value.

The power module 300 may charge the electric vehicle 90 in one of a plurality of charging modes.

When the electric vehicle 90 is parked at a position facing the kiosk 130, and the vehicle line 190 of the kiosk 130 is connected to the electric vehicle 90, the user of the electric vehicle 90 may select a desired charging mode. You can choose. When the charging mode is selected by the user, the power module 300 may operate according to the selected charging mode.

For example, the power module 300 may operate in one of a quick mode, a medium speed mode, and a slow mode according to a user's selection.

The power module 300 may basically supply charging power according to a contract power value of an operation mode selected by a user.

The contract power value of the medium speed mode may be higher than the contract power value of the slow mode, and the contract power value of the fast mode may be higher than the contract power value of the medium speed mode.

2 is a graph illustrating an operation mode of the power module 300.

The contract power value matching the charging mode may be set.

For example, the rapid mode may be a charging mode for charging the electric vehicle 90 at 50 kW. At this time, 50 kW set in the rapid mode may be a contract power value of the rapid mode.

The medium speed mode may be a charging mode for charging the electric vehicle 90 at 30 kW. At this time, the 30kW set in the medium speed mode may be a contract power value of the medium speed mode.

Slow mode may be a charging mode for charging the electric vehicle 90 to 7 ~ 20kW. In this case, 7-20 kW set in the slow mode may be a contract power value of the slow mode.

If the user wants a quick mode, it is the same as wanting to charge the electric vehicle 90 with a contract power value of 50 kW. Accordingly, the power module 300 may charge the battery of the electric vehicle 90 at 50 kW corresponding to the contract power value of the rapid mode.

The electric vehicle 90 being charged in the rapid mode is likely to be continuously charged at a contract power value of 50 kW up to a charging amount set by the user, for example, 100%, but the reality is different.

The electric vehicle 90 may be provided with a battery management system (BMS) for protecting and managing a battery.

The BMS may lower the power input to the battery of the electric vehicle 90 to a predetermined protection power value when the charging amount of the battery satisfies the set value in order to prevent the temperature increase, deterioration, and explosion of the battery.

There are two ways to lower the power input to the battery of the electric vehicle 90 to the protection power value.

First, after receiving the charging power of the contract power value from the power center 110 as it is, the BMS may lower the power value of the corresponding charging power to the protection power value. In this case, the surplus power k generated due to the difference between the contract power value and the protection power value may be wasted. In addition, since the charging power of the contract power value may be applied to the battery as it is when the BMS malfunctions, there is a risk of damaging the battery.

Next, the power center 110 may provide the charging power lowered to the protection power value according to the state of the battery. According to the charging device of the present invention, in the power center 110 itself, the charging power may be lowered to the protection power value, and the charging power of the protection power value may be provided to the electric vehicle 90.

The controller 370 may communicate with the electric vehicle 90 to determine the protection power value or to determine a protection time point for which the protection power value is required.

For example, a vehicle signal line connecting the electric vehicle 90 and the kiosk 130 and a power signal line connecting the kiosk 130 and the power center 110 may be provided.

In this case, the vehicle signal line may be installed in the vehicle line 190 or may be integrally formed in the vehicle line 190. The power signal line may be installed in the power line 180 or may be integrally formed with the power line 180. When the vehicle signal line and the power signal line are formed integrally with the vehicle line 190 and the power line 180, respectively, a power line communication network may be used.

The controller 370 may communicate with the electric vehicle 90 through the vehicle signal line and the power signal line.

The controller 370 may obtain battery related information of the electric vehicle 90 through communication with the electric vehicle 90, specifically, the BMS. The controller 370 may determine the protection time and the protection power value of the electric vehicle 90 by analyzing the battery related information.

The power module 300 may adjust the charging power to one of the contract power value and the protection power value according to the battery related information.

The power module 300 may basically set charging power to a contract power value. When the charging amount of the battery satisfies the set value, the power module 300 may lower the charging power to the protection power value.

For example, the power module 300 may supply charging electric power of the contract power value to the electric vehicle 90. When the protection time is determined by the control unit 370, the power module 300 may lower the charging power to the protection power value according to the protection time. In this case, the power module 300 may lower the charging power of the contract power value to the protection power value, for example, by adjusting the current value.

For example, in the graph of FIG. 2 having the current value A on the vertical axis, in the case of rapid charging, the power module 300 may supply a current of 120A to the electric vehicle 90 to satisfy the contract power value.

When the charge amount of the fast-charged battery satisfies the set value of 73%, the control unit 370, which detects the fact through communication with the electric vehicle 90, reduces the current value according to the protection power value required by the electric vehicle 90. Can be supplied to the electric vehicle 90.

According to this embodiment, since surplus power k corresponding to the difference between the contract power value and the protection power value is not provided to the electric vehicle 90, the burden on the electric vehicle 90 for processing the surplus power k is reduced, and the surplus power k Damage to the battery due to the supply of can be prevented.

Since the surplus power k itself is not produced from the standpoint of the power center 110, unnecessary commercial power is not used. In addition, surplus power k may be provided to another electric vehicle 90 waiting to be charged as necessary.

For example, a plurality of nodes using charging power may be connected to the power center 110. In this case, the node may include another kiosk 130, another electricity consumption product, and the like, electrically connected to the power center 110.

The controller 370 may identify a specific node requiring surplus power k among the plurality of nodes.

If there is a particular node that needs surplus power k, the power module 300 may generate power greater than the protection power value. For example, the power module 300 may generate power that satisfies the contracted power value even when the power module 300 enters a protection mode that provides charging power of the protection contracted value to the vehicle being charged.

The power module 300 may supply some of the generated power to the electric vehicle 90 as charging power, and supply the remaining surplus power k to a specific node.

For example, the power module 300 which is supplying 120A to a specific electric vehicle 90 according to a contract power value may reduce 120A to 60A according to a request of the specific electric vehicle 90. At this time, the remaining 60A related to the surplus power of 120A may not be produced. If there is another node requiring surplus power, the power module 300 may supply at least some of the remaining 60A related to the surplus power to another node.

On the other hand, the charging amount of the battery from the initial charging of the electric vehicle 90 may be in a state that satisfies the set value. In this case, since the initial charging time and the protection timing of the battery coincide, the charging power of the protection power value may be supplied to the electric vehicle 90 from the initial charging time.

At this time, the user requesting the rapid mode is in a state of charging the battery at a low speed despite the expensive payment. In this case, the controller 370 may generate a notification signal indicating that the vehicle is to be charged with the protection power value and transmit the notification signal to the kiosk 130. The user who checks the notification signal through the kiosk 130 may change the charging mode to the medium speed mode or the slow mode.

As shown in FIG. 2, the difference between the charging time of the fast mode and the charging time of the medium speed mode is reduced due to the protection power value for battery protection.

For example, when charging the battery from 40% to 95%, the charging time of the electric vehicle 90 is 30 minutes and 19 seconds in the rapid mode of supplying 120A, and the electric vehicle 90 in the medium speed mode of supplying 60A. The charging time is 33 minutes 48 seconds, which is less than 4 minutes. In this case, the loss of the user who pays the high cost and selects the rapid mode will inevitably increase.

In spite of the elapse of the protection point, if the charging power including the surplus power is continuously provided to the electric vehicle 90, the commercial power consumed by the power center 110 corresponds to the contract power value to compensate for the loss of the user. There is no way to do it.

However, according to the present invention, the power center 110 does not consume the commercial power as much as the surplus power, or the surplus power is provided to another node, so that the profit is generated on the power center 110 side.

When surplus power is generated, the controller 370 may reduce a cost due to surplus power among charges paid by the user.

On the other hand, in order to supply surplus power k generated during charging of a specific electric vehicle 90 to another node, that is, another electric vehicle 90 connected to another vehicle line 190, each vehicle line 190 must be electrically connected. . In this case, various problems may occur due to the wiring for electrically connecting each vehicle line 190.

Assume that 10 electric vehicles 90 are connected to one charging device.

The specific electric vehicle 90 being charged at 50 kW corresponding to the rapid mode may enter the protection mode in which surplus power k is generated. In this case, the surplus power k may vary according to the protection power value as shown in the graph of FIG. 2. In this case, the variable amount of the protection power value and the surplus power k may be different for each vehicle type and charging mode. Therefore, it is practically difficult to extract the exact surplus power k that follows the graph of FIG. 2 from the charging power to reduce the amount of power or supply it to another node.

Instead of accurately extracting the surplus power k corresponding to the complex function, a method of dividing the surplus power k into several stages may be prepared by forming a plurality of power units in reality.

For example, three power units having a capacity of 20 kW may be formed and 60 kW of combined power of the three power units may be supplied to the specific electric vehicle 90. When the protection power value of the specific electric vehicle 90 satisfies a constant value, the combined electric power 40 kW of the two electric power units may be supplied to the specific electric vehicle 90. At this time, 20 kW of the remaining one power unit may be used as surplus power. If the protection power value of the specific electric vehicle 90 is further lowered to satisfy another value, 20 kW of power of one electric power unit may be supplied to the specific electric vehicle 90. In this case, the combined power of the remaining two power units 40kW or two 20kW of each power unit may be used as surplus power.

As a result, a plurality of power units may be provided to separately provide the power of the contract power value and the power of the protection power value.

For example, two 30 kW power units may be provided to execute the 50 kW rapid mode. In the fast mode, 60 kW, which is the sum of two 30 kW powers, may be supplied to a specific electric vehicle 90. 60 kW satisfies 50 kW, so there is no problem.

When the protection mode in which the surplus power value k is generated is activated, only 30 kW output from one power unit is supplied to the specific electric vehicle 90, and the 30 kW output from the remaining power unit may be supplied to the other electric vehicle 90 as surplus power. Can be.

Assume that 10 vehicle lines 190 are connected to a charging device. In this case, when surplus power k is generated in the electric vehicle 90 connected to the first vehicle line 190, the surplus power k is freely supplied to one of the second to tenth vehicle lines 190, a so-called 'mesh network structure'. It is easy to think that will be good.

However, the mesh network structure of the comparative example is difficult to apply in reality. This is because each vehicle line 190 must be connected in some way to the rest of the vehicle line 190. When 10 vehicle lines 190 are provided, 45 connection lines for electrically connecting the vehicle line 190 and the vehicle line 190 should be provided.

In order to power the appropriate vehicle line 190, each connection line must be provided with a controllable switch, so 45 switches must be added.

The mesh network structure, which requires a large number of connecting lines and a large number of switches, is difficult to identify where a failure occurs when a failure occurs, and replacement work is also very difficult. In addition, when the new power module 300 is connected, a complicated process of electrically connecting each power unit provided in the power module 300 to another power module 300 is required.

As a result, the mesh network structure of the comparative example is very difficult to use because the manufacturing cost is very high, maintenance and expansion is very difficult.

3 is a schematic diagram illustrating a power module 300 of the present invention.

In order to break through the complicated mesh network structure, the power module 300 of the present invention may have only two power units, not three or more power units. One of the two power units will be referred to as a first power unit 311 and the other one will be referred to as a second power unit 312.

The output terminal of the first power unit 311 and the output terminal of the second power unit 312 provided in the power module 300 may be connected in parallel for power distribution or processing of surplus power. In this case, a connection line, a connection node, and the like, in which the output terminal of the first power unit 311 and the output terminal of the second power unit 312 are connected in parallel, are defined as the connection terminal 390.

The power module 300 may be provided with a first output unit 351 and a second output unit 352 electrically connected to the connection terminal 390 and electrically connected to different electric vehicles 90.

According to the present embodiment, a power module 300 having a simple structure including two power units and two output units connected in parallel to each other may be provided.

When the electric vehicle 90 is connected to only one output unit of the two output units, the combined power of the first power unit 311 and the second power unit 312 may be supplied to the electric vehicle 90.

When the electric vehicles 90 are respectively connected to the two output units, the combined power of the first power unit 311 and the second power unit 312 may be distributed to each electric vehicle 90 by the connection terminal 390. .

According to the above charging device, it is possible to manually control the power distribution is made depending on whether or not the electric vehicle 90 is connected to the output.

4 to 7 are schematic diagrams illustrating the operation of the power module 300.

A scheme for handling surplus power k may be added while actively performing power distribution.

For example, the power module 300 is disposed between the first switch 331 and the connection terminal 390 and the second output unit 352 disposed between the connection terminal 390 and the first output unit 351. The second switch 332 may be provided.

The charging device may be provided with a controller 370 that controls the first switch 331 and the second switch 332. In this case, the controller 370 may be installed in the power module 300 to modularize the power module 300.

The controller 370 may control each switch in one of a first mode, a second mode, and a third mode.

The operation of each switch that electrically connects the connection terminal 390 and each output unit is defined as on, and the operation of each switch that releases electrical connection between the connection terminal 390 and each output unit is turned off. It is defined as

The first mode may be a control mode that turns on the first switch 331 and turns off the second switch 332.

The second mode may be a control mode of turning off the first switch 331 and turning on the second switch 332.

The third mode may be a control mode that turns on the first switch 331 and turns on the second switch 332.

A basic mode for turning off both the first switch 331 and the second switch 332 may be added.

The first electric vehicle 91 in which the combined power, in which the first power of the first power unit 311 and the second power of the second power unit 312 are combined, is electrically connected to the first output unit 351 due to the first mode. Can be supplied.

The second mode allows the summed power to be supplied to the second electric vehicle 92 electrically connected to the second output unit 352.

Because of the third mode, the aggregated power may be distributed and supplied to the first electric vehicle 91 and the second electric vehicle 92.

The first power unit 311 and the second power unit 312 may output power having a power value smaller than the largest contract power value among the plurality of charging modes and greater than or equal to the smallest contract power value among the plurality of charging modes. .

For example, the first power unit 311 may output first power having a power value smaller than the contracted power value of 50 kW in the fast mode and greater than or equal to the contracted power value in the slow mode.

The second power unit 312 may output first power having a power value smaller than the contract power value of 50 kW in the fast mode and greater than or equal to the contract power value in the slow mode.

At this time, the power value of the first power and the second power are determined within a range larger than the contracted power value (the contracted power value in the rapid mode) of 50 kW, where the power value of the sum of the first and second power is the largest. It is good to be.

For example, the first power and the second power may each be 30 kW. In this case, one electric module 300 processes two electric vehicles 90 requiring a medium speed mode together (provides 30 kW each), or processes one electric vehicle 90 requiring a rapid mode (provides 60 kW). can do.

Alternatively, one of the first power and the second power may be 15 kW and the other may be 35 kW. In this case, one electric vehicle 90 may process one electric vehicle 90 requiring a medium speed mode and one electric vehicle 90 requiring a slow mode together, or one electric vehicle 90 requiring a rapid mode. Can be.

It is assumed that the first power unit 311 and the second power unit 312 output 30 kW corresponding to the contract power value in the medium speed mode.

The first electric vehicle 91 that requests the medium speed mode or the slow mode is electrically connected to the first output unit 351 through the first power line 181 or the first vehicle line, and the second power line 182 or When the second electric vehicle 92 requesting the medium speed mode or the slow mode is electrically connected to the second output unit 352 through the second vehicle line, the controller 370 may operate in the third mode as shown in FIG. 5. have.

According to the third mode, the combined electric power 60kW, which is the sum of the first power 30kW of the first power unit 311 and the second power 30kW of the second power unit 312, is the first electric car 91 and the second electric car 92. Can be distributed and supplied. If the load of the first electric vehicle 91 and the load of the second electric vehicle 92 are the same, 30 kW is supplied to the first electric vehicle 91 and the second electric vehicle 92, respectively, and the corresponding electric power value is in the medium speed mode. The contract power value can be satisfied.

If the control unit 370 is connected to the first electric vehicle 91 to the first output unit 351 and the second electric vehicle 92 having a lower charging rank than the first electric vehicle 91 is connected to the second output unit 352. As shown in FIG. 4, the first mode may be operated.

For example, when the first electric vehicle 91 connected to the first output unit 351 requires a rapid mode, and the charging order is higher than that of the second electric vehicle 92 connected to the second output unit 352, the controller 370. ) May turn on the first switch 331 and turn off the second switch 332.

By executing the first mode, the combined power of 60 kW of the first power unit 311 and the second power unit 312 may be supplied to the first electric vehicle 91 electrically connected to the first output unit 351. . The combined power of 60 kW can sufficiently satisfy the contracted power value of 50 kW in the high speed mode.

Due to the rapid mode of the first electric vehicle 91, the second electric vehicle 92 having a low charging rank may wait until the charging of the first electric vehicle 91 is completed.

If the second electric vehicle 92 has a higher charging order than the first electric vehicle 91 and requires a rapid mode, the controller 370 may operate in the second mode.

If the charging completion time of the first electric vehicle 91 being charged in the fast mode is 20 minutes, the second electric vehicle 92 should basically wait 20 minutes until the start of charging. When the charging of the first electric vehicle 91 is completed, that is, 20 minutes have elapsed, the controller 370 operating in the first mode may operate in the second mode to charge the battery of the second electric vehicle 92.

Meanwhile, according to the present invention, the charging start time of the second electric vehicle 92 may be advanced earlier than 20 minutes.

For example, the controller 370 may change the first mode to the third mode when the protection mode of the battery is activated before the battery charge amount of the first electric vehicle 91 satisfies the required amount in the state of operating in the first mode. .

For example, when the required amount charges the battery of the first electric vehicle 91 to 95%, the protection mode of the battery may be activated when the battery charge amount satisfies 73%.

Due to the third mode, surplus power other than the power received by the first electric vehicle 91 may be supplied to the second electric vehicle 92 waiting for charging. In the third mode, 30 kW corresponding to a part of the sum of the 60 kW of the first electric power and the second electric power, which are both supplied to the first electric vehicle 91, may be supplied to the second electric vehicle 92.

Since the protection mode is activated earlier than 20 minutes of the charging completion time of the first electric vehicle 91, the second electric vehicle 92 may be powered up earlier than the expected waiting time.

On the other hand, if the third mode is executed immediately at the start of the protection mode, damage may occur to the first electric vehicle 91 having the charging priority. The protective power value tends to gradually decrease as time passes from the start point.

For example, if the protection mode is activated while accommodating 50 kW of the total 60 kW, the acceptable power may be gradually lowered in the order of 40 kW, 30 kW, and 20 kW in accordance with the protection power value that decreases over time.

When the third mode is executed when the power acceptable in the first electric vehicle 91 in the protection mode is 40 kW, only 30 kW of the total power 60 kW is input, thereby receiving less 10 kW.

In order to reduce the damage of the electric vehicle 90 having the charging priority, the controller 370 may change the existing first mode to the third mode only when the protection power value is less than half of the combined power in the protection mode.

The controller 370 may maintain the third mode until the battery of the first electric vehicle 91 satisfies the required amount. When the battery of the first electric vehicle 91 is charged to satisfy the required amount, the controller 370 may operate in the second mode to provide all of the combined electric power to the second electric vehicle 92.

The controller 370 may receive whether the protection mode is activated for the battery being charged by the charging power from the electric vehicle 90 connected to each output terminal. The controller 370 may control the first switch 331 and the second switch 332 according to whether the protection mode is activated.

Meanwhile, the connection terminal 390 may be provided with a third switch 333 disposed between the output terminal of the first power unit 311 and the output terminal of the second power unit 312. In this case, the first output unit 351 may be electrically connected to one end of the third switch 333. The second output unit 352 may be electrically connected to the other end of the third switch 333.

If there is no third switch 333, a problem as shown in FIG. 6 may occur.

The control unit 370 is connected to the first output unit 351 if the first electric vehicle 91 that wants the rapid mode is connected, and the second output unit 352 is in a standby state that is not connected to any electric vehicle 90. Can operate in mode.

The first mode may supply 60 kW of the first electric power and the second electric power to the first electric vehicle 91.

When the battery protection mode of the first electric vehicle 91 is activated, the controller 370 may operate in the third mode to distribute the summed power. However, since the second electric vehicle 92 is not connected to the second output unit 352, a problem arises in that the combined electric power 60 kW is supplied to the first electric vehicle 91 as it is despite the execution of the third mode.

The third switch 333 may be used to prepare for the case where only one output of the two outputs is connected to the electric vehicle 90.

For example, the control unit 370 is connected to the first output unit 351, the first electric vehicle 91 that wants a fast mode, the second output unit 352 is not connected to any electric vehicle 90 is a standby state The first mode may be operated. In addition, the control unit 370 maintains the parallel connection between the output terminal of the first power unit 311 and the output terminal of the second power unit 312 by turning on the third switch 333 until the protection mode is activated. Can be.

The combined power of the first power and the second power 60 kW may be supplied to the first electric vehicle 91 by turning on the first mode and the third switch 333.

If the protection mode of the battery is activated before the battery charge amount of the first electric vehicle 91 satisfies the required amount, the controller 370 turns off the third switch 333 as shown in FIG. The parallel connection between the output terminal of) and the output terminal of the second power unit 312 can be released.

Due to the release of the parallel connection, the first electric vehicle 91 is in a state in which only the first power of the first power unit 311 is supplied. The second power of the second power unit 312 is not consumed by the electric vehicle 90.

3, the AC module 309 may include a bus bar in which a plurality of power modules 300 may be installed. When the power module 300 is mounted, the bus bar may be provided with a terminal electrically connected to the input terminal of each power unit.

The power module 300 includes a first switch 331 disposed between the connection terminal 390 and the first output unit 351, and a second switch disposed between the connection terminal 390 and the second output unit 352. 332, a control unit 370 for controlling the first switch 331 and the second switch 332 may be provided. The power module 300 may include a plate-shaped substrate that may be mounted on the bus bar. The first switch 331, the second switch 332, and the controller 370 may be installed on the substrate.

The battery of the first electric vehicle 91 electrically connected to the first output unit 351 is protected by the control of the controller 370, or the first electric vehicle 91 and the first electrical vehicle electrically connected to the first output unit 351. Power distribution for the second electric vehicle 92 electrically connected to the second output unit 352 may be performed.

Each power module 300 connected to a plurality of busbars may be electrically disconnected (electrical disconnection on the output side) except for the busbars.

The control unit 370 provided in the specific power module 300 among the plurality of power modules 300 connected to the busbars may include the first switch 331 and the second switch provided in the specific power module 300 regardless of the other power modules 300. The switch 332 can be controlled independently.

Expansion of the power module 300 for the bus bar may be facilitated through electrical disconnection between each power module 300 and independent control of the controller 370. This is because, even if the particular power module 300 is additionally installed or deleted in the busbar, it does not affect other power modules 300 installed in the busbar.

Although embodiments according to the present invention have been described above, these are merely exemplary, and it will be understood by those skilled in the art that various modifications and equivalent embodiments of the present invention are possible therefrom. Therefore, the true technical protection scope of the present invention will be defined by the following claims.

90 Electric Vehicle 110 Power Center
115 ... Connection terminal 130 ... Kiosk
150 ... terminal 170 ... commercial line
180 ... power line 181 ... first power line
182 second power line 190 vehicle line
300 ... Power Module 309 ... AC Module
311 ... First Power Unit 312 ... Second Power Unit
331 ... first switch 332 ... second switch
333 ... Third Switch 351 ... First Output
352 ... 2nd output part 370 ... control part
390 ... connection

Claims (11)

An AC module through which AC power flows;
And a power module connected to the AC module and having two power units configured to convert the AC power into charging power input to the electric vehicle.
The output terminal of the first power unit and the output terminal of the second power unit provided in the power module are connected in parallel,
When a connection stage in which an output terminal of the first power unit and an output terminal of the second power unit are defined in parallel is defined,
The power module is provided with a first output unit and a second output unit electrically connected to the connection end and electrically connected to different electric vehicles,
The AC module includes a bus bar in which a plurality of power modules may be installed.
The bus bar is provided with a terminal electrically connected to the input terminal of the power unit when the power module is mounted,
Each of the plurality of power modules connected to the busbars may be electrically disconnected from each other except for the busbars.
The power module is provided with a first switch disposed between the connection terminal and the first output unit, and a second switch disposed between the connection terminal and the second output unit,
A control unit for controlling the first switch and the second switch is provided,
The control unit receives whether the protection mode is activated for the battery being charged by the charging power from the electric vehicle connected to each output terminal, and controls the first switch and the second switch according to whether the protection mode is activated,
The controller controls each switch to one of a first mode, a second mode, and a third mode,
When defining the operation of each switch that electrically connects the connection end and each output unit on, and the operation of each switch that releases the electrical connection between the connection end and each output unit as off (off),
The first mode is a mode for turning on the first switch and turning off the second switch.
The second mode is a mode for turning off the first switch and turning on the second switch.
The third mode is a mode for turning on the first switch and turning on the second switch.
The sum of the sum of the first power of the first power unit and the second power of the second power unit may be supplied to the first electric vehicle electrically connected to the first output unit due to the first mode,
The aggregated power is supplied to a second electric vehicle electrically connected to the second output unit due to the second mode;
The aggregated power is distributed and supplied to the first electric vehicle and the second electric vehicle due to the third mode,
The control unit operates in the first mode when the first electric vehicle is connected to the first output unit and the second electric vehicle having a lower charging order than the first electric vehicle is connected to the second output unit.
The control unit changes the first mode to the third mode when the protection mode of the battery is activated before the battery charge amount of the first electric vehicle satisfies the required amount in the state of operating in the first mode.
The controller maintains the third mode until the battery of the first electric vehicle satisfies the required amount.
Due to the third mode, the surplus power other than the power received by the first electric vehicle is supplied to the second electric vehicle waiting for charging.
delete delete delete delete delete delete The method of claim 1,
And the controller changes the first mode to the third mode only when a protection power value of the protection mode is equal to or less than half of the combined power of the first power unit and the second power unit.
The method of claim 1,
The connection terminal is provided with a third switch disposed between the output terminal of the first power unit and the output terminal of the second power unit,
The first output unit is electrically connected to one end of the third switch,
The second output unit is electrically connected to the other end of the third switch,
The control unit operates in the first mode when a first electric vehicle is connected to the first output unit and the second output unit is in a standby state.
If the protection mode of the battery is activated before the battery charge amount of the first electric vehicle satisfies the required amount, the controller turns off the third switch to parallel the output terminal of the first power unit and the output terminal of the second power unit. Disconnect,
The controller is configured to maintain the parallel connection between the output terminal of the first power unit and the output terminal of the second power unit by turning on the third switch until the protection mode is activated.
The method of claim 1,
The first power unit and the second power unit output power having a power value smaller than the largest contracted power value among the plurality of charging modes and equal to or smaller than the smallest contracted power value among the plurality of charging modes,
The power value of the first power and the first power within a range in which the power value of the sum of the first power output from the first power unit and the second power output from the second power unit is larger than the largest contract power value. Charging device in which the power value of 2 electric power is determined.
The method of claim 1,
Each of the power modules controls the first switch disposed between the connection terminal and the first output unit, the second switch disposed between the connection terminal and the second output unit, and the first switch and the second switch. The control unit is provided,
The battery of the first electric vehicle electrically connected to the first output unit is protected by the control unit, or the first electric vehicle electrically connected to the first output unit and the second electric vehicle electrically connected to the second output unit. Power distribution for
The controller provided in the specific power module of the plurality of power modules connected to the bus bar independently controls the first switch and the second switch provided in the specific power module.

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