KR102502120B1 - Charging Device with Minimized demand charging capacity - Google Patents

Abstract

The present invention is a charging device, an electric vehicle; a charger supplying power to the electric vehicle to charge the battery of the electric vehicle; a charging method selection unit for selecting a charging method through the panel of the charger or the terminal of the user; After the charging method is selected by the charging method selection unit, a smart charging/discharging unit may be provided that calculates a charging schedule reflecting at least one of DR (Demand Response) issuance and time slots for each load.
In preparation for a case where the charging schedule is canceled or stopped, a minimum required charging amount setting unit for setting a minimum required charging amount in an initial time period of the charging schedule may be provided.

Description

Charging device using a minimum required charging capacity {Charging Device with Minimized Demand Charging Capacity}

The present invention relates to a charging device using a minimum required charging amount.

When charging an electric vehicle (EV), the user can select the smart charge/discharge mode, and the smart charge/discharge mode sets the charging schedule in consideration of the user's demand, the power situation of the power source supplying power, and the application of the hourly rate system. It may be a method of charging by adjusting.

In the charging schedule according to the smart charge/discharge mode capable of smart charge and discharge, the present invention is an electric vehicle charging device for supplying minimum power for movement after a sudden cancellation or stop of the charging schedule, such as a user's urgent business can be

The present invention is a charging device, an electric vehicle; a charger supplying power to the electric vehicle to charge the battery of the electric vehicle; a charging method selection unit for selecting a charging method through the panel of the charger or the terminal of the user; After the charging method is selected by the charging method selection unit, a smart charging/discharging unit may be provided that calculates a charging schedule reflecting at least one of DR (Demand Response) issuance and time slots for each load.

In preparation for a case where the charging schedule is canceled or stopped, a minimum required charging amount setting unit for setting a minimum required charging amount in an initial time period of the charging schedule may be provided.

If the charging schedule before modification is calculated by the smart charging/discharging unit and the minimum required charging amount is previously set by the manager or directly set by the user, the charging schedule before modification is the charging schedule after modification reflecting the minimum required charging amount this can be calculated.

In the smart charging/discharging unit, the departure date and departure time of the electric vehicle to be charged are set, electricity is transferred from the electric vehicle to the grid in reverse when requested by the grid, and charging reflects the time zone or DR command for each load. A schedule can be calculated.

The total amount of charge required to complete charging of the electric vehicle can be calculated by the smart charge/discharge unit along with the charging schedule, and the minimum required amount of charge supplied to the electric vehicle can be set in the first time zone of the charging schedule. The remaining charge amount, which is the difference between the minimum required charge amount and the minimum required charge amount, may be distributed by reflecting at least one of the DR command or time zone for each load.

The charging schedule is divided into time zones for each load, and the divided time zones include light load, heavy load, and maximum load in order of power consumption, and the remaining charge amount is the light part in the remaining time period except for the time period in which the minimum required charge amount is distributed. It can be distributed in the order of low, medium, and maximum loads.

A smart discharge mode that reversely transfers electricity from the electric vehicle to the power grid may be provided in the smart charging and discharging unit, and the smart discharge mode promises that the power consuming subject consumes the excessively supplied power of the power grid. By fulfilling the above promise, it is possible to link with Plus DR, which receives a predetermined compensation from the power supply source. When Plus DR is issued, the time zone in which excess electricity is supplied is the first time zone, and the time zone in which demand is higher than power supply is not the first time zone. In the second time zone, in the first time zone, the electric vehicle is charged by receiving power from the power system, and in the second time zone, the electric vehicle may send power back to the power system.

When an electric vehicle is supplied with electricity through a charger installed in a parking lot, etc., various time zones for each load reflecting demand response (DR) can be set, and the electric vehicle is charged when power consumption is relatively low during the divided time period and the electric vehicle is charged and the power consumption is relatively low. When is high, a smart charging and discharging unit can be provided that can reversely transmit power from an electric vehicle to a power grid.

When the user selects such smart charging and discharging, a charging schedule in which the most efficient and inexpensive rate plan is selected may be calculated.

However, in such smart charging and discharging, the charging schedule may be suddenly canceled or stopped due to the user's urgent business, and in this case, depending on the situation of the charging schedule, charging may not be performed at all in the early hours of the charging schedule, , In this case, the user's electric vehicle is not charged at all, and the user may have a big problem when moving to another area.

Therefore, the present invention can set the minimum required charging amount at the beginning of the charging schedule, and the charging schedule calculated with the minimum charge can be modified. At the beginning of this modified charging schedule, the minimum required charge amount can be distributed, and after that, the remaining charge amount is distributed in order of light load, heavy load, and maximum load, which can be divided according to the severity of power consumption, so that the optimal You can offer a selection of rates.

1 shows a minimum required charging amount setting unit of the present invention.
2 shows a charging schedule reflecting the minimum required charging amount of the present invention.
3 shows the cumulative charge amount of the battery of the present invention.
4 illustrates data flow between an electric vehicle, a charger, and a center control unit.
5 conceptually explains the charging method selection unit of the present invention.
6 conceptually illustrates the smart charge/discharge unit of the present invention.
7 to 11 explain a part of the entire charging process of the present invention.

The user can charge the electric vehicle 100 by electrically connecting the electric vehicle 100 and the charger 200 prepared at the time of parking using the connector cable 210 . In this case, a charging method selector 400 through which a user can select various charging modes before starting a charging sequence may be provided. An authentication process for determining whether the user is a registered user may be performed prior to charging by connecting the connector cable 210 to the electric vehicle 100 by the user. The order and method of connector connection, authentication step, and charging step can be described below.

A user may select a normal charging mode or a smart charging/discharging mode through the charging method selector 400 . The general charging mode may be charging with the maximum output of the charger 200 from the start of charging to the completion of charging, and the smart charging/discharging mode is based on the user's demand, the power situation of the power source supplying power, and the hourly rate system. It may be a method of charging by adjusting a charging schedule in consideration of applications and the like. That is, a smart charging/discharging unit 410 may be provided in the charging method selection unit 400 .

That is, in the general charging mode, like refueling of a general internal combustion engine vehicle, a specific amount of power per hour (kwh) that can be supplied from the charger 200 to the electric vehicle 100 can be set, and after the user selects the general charging mode, By selecting whether a desired amount of charge is desired, charging can be performed by continuously supplying the specified amount of power per time. For example, if the user inputs a charging amount of 50% and the specific amount of power per hour initially set in the charger 200 is 7kwh, the electric power of 7kw per hour until the electric power of the user's electric vehicle 100 is charged to 50% of the capacity. Electricity can be supplied constantly in units.

On the other hand, in the smart charge/discharge mode, various selections such as the minimum required charge amount, vehicle exit time, smart discharge mode, and smart charge mode may be possible.

For example, when 50% is input to the minimum required charging amount, at least 50% or more may be charged.

The vehicle exit time is applied in the smart charge/discharge mode, and a charging profile or a charging schedule may be created by reflecting the vehicle vehicle exit time.

The user can set the D-Day to designate the date of departure in the departure time field, and input the departure time on the desired date of departure using the departure time setting box.

As an example of D-Day setting, D-Day can be set in the departure time field, and when D+1 is selected, it can mean the next day or the next day from the setting point, and D+2 means two days after the set point. can Similarly, D+3 may mean three days later, and D+0 may mean today at the time of setting. By clicking or touching the D-Day setting icon, settings can be sequentially changed in the order of D+1, D+2, D+3, D+0, D+1. Through the departure time setting box, the user can newly input the departure time for each setting, and when the departure time is regularly repeated, the user can select the previously specified departure time as it is presented.

Through the smart discharge mode, when the user requests the grid after setting the smart discharge mode, the electric vehicle 100 can be discharged from the electric vehicle 100 to the power grid using the preset discharge settings. The reverse transmission from the electric vehicle 100 to the power system through the charger 200 may be used in conjunction with the plus DR. Demand response (DR) may be a change in usage by electricity users in order to meet current demand for electricity. Plus DR may be a method in which an electricity consuming entity promises to consume excess power of a power system and receives a predetermined compensation from a power supply source by fulfilling the promise. For example, if a positive DR is issued due to excessive electricity supply caused by solar power generation or wind power, the time period in which excess electricity is supplied is called the first time period, and the time period when electricity is not supplied excessively and the demand is ahead is called the second time period. , The user can consume excess electricity in the power system by charging through the charger 200 in the first time period, and send the remaining electricity of the electric vehicle 100 back to the power system in the second time period. That is, the user of the electric vehicle 100 can become a subject capable of readjusting electric energy to balance the entire power system, rather than a subject who only consumes resources of a previous fossil fuel vehicle.

The smart charging mode may include a minimum charge charging mode, a DR-linked charging mode, and a complex charging mode.

As the name implies, the minimum charge charging mode may calculate a charging schedule in which only the minimum charge is consumed during charging. For example, the time zone of the day may be classified into light load, medium load, and maximum load according to the daily power consumption. For example, the maximum load may be a time period with the highest power consumption, and may be a time period with low power consumption in the order of a medium load and a light load. Therefore, when the user selects the minimum charge charging mode, charging time zones may be distributed by giving weights in the order of light load, medium load, and maximum load.

The DR-associated charging mode may be a mode for generating CBL for DR. Customer Baseline Load (CBL) may be a value that predicts the amount of power normally used if electricity consumption was not reduced according to the instructions of the power exchange. That is, the DR-linked charging mode may be a mode in which a charging schedule is calculated by prioritizing the DR issuance time zone. Also, the complex charging mode may be a mode for calculating a minimum charge considering DR. That is, 'complex' may mean simultaneous application of 'minimum rate charging mode' and 'DR linked charging mode'.

When the user selects the smart charge/discharge mode, if the user selects a minimum charge charge mode, a DR-linked charge mode, a complex charge mode, etc., a charge schedule reflecting the selection may be calculated. This may be, for example, the charging power indicated by a blue bar in the figure. The charging schedule, which reflects the selection of minimum charge charging mode, DR-linked charging mode, and complex charging mode, does not charge from 9:00 am to 5:00 pm, when power consumption is high, and starts charging at a certain number from 6:00 (6:01, 7:00) At 1 hour, at 8 o'clock 3, etc., the unit can be charged in kwh), and the electric vehicle 100 can be charged with the maximum charge from 11:00 pm when power consumption sharply decreases. In other words, the charging schedule that reflects such DR and is calculated by complexly combining the minimum rate for each load can give users financial benefits, reduce consumption during times of insufficient power supply, and reduce the amount of electricity needed during times of excessive and wasted power supply. can benefit the industry as a whole by consuming

However, in the case of a charging schedule for such an economical benefit, a problem may occur when the charging schedule is stopped in the middle without completing the entire charging schedule due to urgent business of the user of the electric vehicle 100 . For example, when the electric vehicle 100 is charged according to the charging schedule that starts charging at 6:00 p.m. as shown in the blue bar, when the user has an urgent business and wants to stop charging in the middle and move to another area, the electric vehicle 100 ) may not be charged with the minimum required power required for the movement of the electric vehicle 100, which may cause inconvenience to the user of the electric vehicle 100. Therefore, even when the user selects the smart charge/discharge mode, a minimum required charge amount setting unit 420 may be provided to disregard the charge schedule in the middle and charge the minimum charge to move for another schedule.

Therefore, when the user selects the smart charge/discharge mode, the minimum required charge amount setting unit 420 is directly set by the user or set so that the manager who manages the charger 200 unconditionally applies when the user selects the smart charge/discharge mode. can This may be determined according to the manager's setting, and even if the user sets it himself, the minimum required charging amount recommended by the manager may be presented through an alarm window on a selection panel, an app screen of the terminal, or the like.

The drawing may show a case where the minimum required charging amount is set to 7 kwh. For example, if the user inputs calculating the charging schedule from 6:00 pm, 7 kwh of power is unconditionally supplied to the battery 140 of the electric vehicle 100 between 6:00 pm and 7:00 pm when the charging schedule starts can be known to be After the time zone of 6 pm, charging may be stopped for a time equal to the difference between the supply amount of the time zone at 6 pm according to the original charging schedule and the set minimum required charging amount, and the power difference may be distributed to a certain time zone of the subsequent time zone. The criterion for distributing the power difference may be in the order of severity of time slots for each load reflecting DR. For example, the power difference may be first distributed in a light load time period when power consumption is low, and the power difference may be distributed to a heavy load and a maximum load in order.

Therefore, referring to the drawings as an example, the maximum load may be set from 9:00 am to 6:00 pm, the light load may be set from 11:00 pm to 7:00 am, and the heavy load may be set to the maximum load and the light load during the day. It may be the rest of the time. That is, the heavy load may be the time from 6:00 PM to 11:00 PM and the time from 7:00 AM to 9:00 AM. In other words, when the modified charging schedule reflecting the minimum required charging amount is compared with the original charging schedule before the modification, neither of the charging schedules before or after the modification is charged from 9:00 am to 6:00 pm, which is the maximum load, and the light load time period From 11:00 PM to 7:00 AM, the charging schedule before and after correction may be the same, and the remaining power consumption may be distributed to the heavy load time period of the remaining time period excluding the maximum load and light load time periods.

Therefore, looking at the process of calculating the overall charging schedule by reflecting the minimum required charging amount, first, the total charging amount required for the entire charging is calculated by considering the minimum charging amount of the smart charging selected by the user and the vehicle leaving time, and then The amount of charge can be distributed according to the time period. In this case, the difference between the minimum required charging amount and the total charging amount, which may be preset as a specific value or directly set by the user, may be distributed according to the DR and weight of each load. For example, if the total charge required for total charge is 50kwh, first, the minimum required charge can be distributed so that 7kwh, which is the value set at 6:00 pm, the start time of the charging schedule, can be charged, and 43kwh of 50-7 is light. It can be distributed in the time zone from 11:00 pm to 7:00 am, which is the summer time zone. That is, 48kwh can be distributed from 11:00 PM to 7:00 AM (48=7*4+6*1+5*2+4*1). can be properly distributed. As in the case of the drawing, 3 kwh (2 * 1 + 1 * 1) can be distributed from 7 am to 9 am, and 2 kwh (1 * 1 + 1 * 1) can be distributed from 9 pm to 11 pm.

Hereinafter, the entire charging process including the step of selecting a charging method or registering a user through a panel of the charger 200 or a terminal of a smart phone will be described.

In the case of charging an electric vehicle (EV) 100, after electrically connecting the electric vehicle 100 and a specific charger 200 using a connector cable 210, an authentication process may be started, and user registration is recognized. When this is completed, the charging step may proceed directly. Therefore, when charging the electric vehicle 100 in general, the user inputs or touches the panel provided in the charger 200 to complete the authentication process, and then connects the connector cable 210 to the electric vehicle to start charging. can be convenient

In the authentication process of the present invention, after the connector cable 210 is connected, the center control unit 300 compares whether or not the electric vehicle user is registered with a pre-registered registration value, and sends a determination signal to the charger communication control module. The electrical connection between the connector cable 210 and the electric vehicle 100 may be essential for transmission of the extracted unique identification value, and the center control unit determines whether the user is registered or authenticated using the unique identification value, thereby verifying the authentication process. Completion of may follow after connection of the connector cable 210.

However, the start of the authentication process may be started even before the connector cable 210 is connected. For example, if the user already recognizes that he/she is an unregistered user and proceeds with the registration process through the charger panel, information for authenticating the user, such as vehicle number and membership card number, is first sent to the charger panel. The connector cable 210 can be connected to the electric vehicle 100 according to the instructions of the charger panel.

That is, after self-authentication by inputting a vehicle number or membership card number, the identity authentication information can be transmitted to the center control unit along with a unique identification value by connecting a connector cable, and at least one of the vehicle number and membership card information and unique identification The center control unit 300 corrects, changes, or registers the registration value indicating whether or not the user is registered using the value, so that the user can be registered in the center control unit.

In addition, after the user connects the connector cable 210 of the charger 200 to his or her electric vehicle 100, the user may proceed with the following procedure depending on whether the display screen of the charger panel is authenticated. Charging can start right away, and after viewing the display indicating that you are an unregistered user, you can start the registration step by inputting your car number or membership card number. Accordingly, completion of the authentication process may proceed after connection of the connector, and start of the authentication process may be possible before or after connection of the connector.

The authentication process after connecting the connector cable 210 to the electric vehicle 100 can be performed by inputting or touching the panel screen through the panel of the charger 200 or through an application installed on a terminal such as a smartphone. When the authentication process is performed using a smartphone app, the user can specify the location of the charger 200 to be charged through the app and enter the registered card number or car number, so that the authentication process can proceed. there is. Accordingly, the process of inputting the card number or car number through a terminal such as a smart phone may correspond to inputting or touching the card number or car number to the charger 200 or tacking the card. Therefore, hereinafter, for convenience, it will be described that the user proceeds with the authentication process using the charger 200 .

In addition, a plurality of chargers 200 provided with a power supply unit 240 for supplying power to the electric vehicle 100 may be provided in a parking area, and data or signals of chargers as charging sopts may be collected and managed. A charging station may be provided. Signals or data of the electric vehicle 100 or the charger 200 may be connected to the center control unit 300 that determines whether or not to be authenticated, and the connection between the charger 200 and the center control unit 300 is connected to the charger 200 adjacent to a specific area. It can be done through a charging station that collects information of ) and connects it to the center control unit 300. Therefore, for convenience of description, information communicated between one electric vehicle 100 and one charger 200 can be simplified and described as directly connecting the one charger 200 to the center controller 300.

Authentication may be a procedure for confirming whether a membership card number or car number is registered in the center control unit 300 . In general, even when the user's registration is completed, the user starts charging by connecting the connector cable 210 to the electric vehicle 100 only after inputting an authentication number such as a member card number or vehicle number on the panel of the charger 200. can Accordingly, it may not be necessary to tag a specially prepared card to the charger 200 or to input an authentication number or the like.

That is, in addition to the technical feature of automatic authentication, the user is automatically identified only through the cable connection that must be performed during charging without using a separate external device, and has the technical feature of determining membership or authorization. .

Therefore, except for the initial registration step, the user immediately disconnects the connector cable 210 from the charger 200 and electrically connects it to the electric vehicle 100 without going through a separate authentication step with the panel of the charger 200. Charging can start immediately, and when a payment card is set and registered in advance through registration, both charging and payment can be completed just by connecting the connector cable 210 to the electric vehicle 100, which is very convenient for the user. can

Of course, smart charging in conjunction with reverse transmission to a power system such as V2G, Plus DR, minimum required charging amount setting, or car leaving time setting can be provided, and on the initial screen of the charger 200 panel, the user In some cases, you may have to choose between these smart charging or normal charging. However, this may be pre-set regardless of the authentication process, and a registered user may repeat charging using the existing settings. That is, the user whose authentication registration is completed in the center control unit 300 can store the past charging settings in the center control unit 300, and based on this, when the user connects the connector cable to the electric vehicle 100 without making changes, the existing settings Since charging starts immediately as it is, even in this case, the user can complete all charging sequences simply by connecting the connector cable 210 of the charger 200 to the electric vehicle 100.

The electric vehicle 100 includes an electric vehicle communication control module 120 capable of exchanging signals or data with the charger 200, a battery 140, and a battery controller 160 (BMS) capable of controlling the battery 140. can do. The electric vehicle communication control module 120 may be an Electric Vehicle Communication Controller (EVCC). EVCC can control communication between the control device inside the vehicle and the charging infrastructure for rapid and slow charging of the electric vehicle 100, and control charging status such as voltage and current through communication with the charging infrastructure when charging the electric vehicle, charge It may be a communication control module capable of providing information and performing security authentication functions. That is, when the connector cable 210 connected to the charger 200 is connected to the electric vehicle 100, the electric vehicle communication control module 120 detects the PWM signal and sends the signal to the charger communication control module 220 of the charger 200. Communication can be initiated by sending. The charger communication control module 220 may be a Supply Equipment Communication Controller (SECC). Therefore, as the electric vehicle 100 and the charger 200 are electrically connected by the connector cable 210, the electric vehicle communication control module 120 and the charger communication control module 220 can exchange signals or information with each other. .

The connector cable 210 may be a power-line communication (PLC) method. PLC may be a technology for carrying data such as voice on a frequency signal through a power line for supplying power and communicating.

Therefore, when the connector cable 210 connected to the charger 200 is connected to the electric vehicle 100, the connector cable 210 exchanges information of signals or data through CP (Control Pilot) signal lines according to the electric vehicle charging standard. And, a power line for supplying power may be provided separately. A charging method using such power line communication may be referred to as a Combined Charging System (CCS) or a CCS combo.

When connecting the electric vehicle 100 and the connector cable 210, in the electric vehicle 100 supporting CCS charging, the EVCC of the electric vehicle 100 and the SECC of the charger 200 can exchange data through network communication based on TCP/IP. can Therefore, since the electric vehicle 100 and the charger 200 can communicate in both directions, the unique identification value of the electric vehicle 100 can be transmitted or extracted from the electric vehicle 100 to the charger 200, and this unique identification value If the registered vehicle is registered in the center control unit 300 in advance, authentication or authorization of the registered vehicle can be automatically processed without a separate means after registration, so that user convenience can be increased.

The unique identification value obtainable by the electric vehicle 100 may be a MAC address, which is a network-specific value provided by the EVCC of the electric vehicle 100, or an EVID or EVCCID value exchanged during a charging communication process. The MAC address can be a unique value of a LAN card that is unique in the world, and since only one MAC address can be assigned to each communication device such as a LAN card or a smartphone, it can be used like a resident registration number on a network. The EVID may be set to the same value depending on the manufacturer of the electric vehicle 100.

The state of charge of the battery 140 or electrical state such as voltage and current can be controlled and managed by the battery controller 160, and the battery controller 160 transmits the state of the battery 140 to the electric vehicle communication control module 120. By sending to the charger communication control module 220 through, information such as the remaining amount (SoC) of the battery 140 can be continuously transmitted.

The charger 200 receives power from the electric vehicle communication control module 120 or the charger communication control module 220 capable of exchanging signals or data with the center control unit 300 and the power system (Grid), so that the electric vehicle 100 A power supply 240 capable of charging the battery 140 may be included. A cable capable of exchanging signals or data between the electric vehicle communication control module 120 and the charger communication control module 220 and a cable capable of exchanging power between the power supply unit 240 and the battery 140 may be distinguished, but Each cable may be included in the connector cable 210, and by connecting the connector cable 210 to the electric vehicle 100, each cable is also electrically connected to enable bidirectional communication. Even between the battery 140 and the power supply unit 240, power may be reversely transferred from the electric vehicle 100 to the charger 200 in a V2G (Vehicle to Grid) method, but for convenience, only the charging method is focused, and the electric vehicle 100 from the charger 200 ) may be considered only when the battery 140 is charged.

Even when the connector cable 210 is connected to the electric vehicle 100, the power supply unit 240 does not start charging immediately, but transmits a signal determined by the center control unit 300 that the user is registered to the charger communication control module 220. ), the charging sequence can be started to supply power to the battery 140. This may be different from a user who has completed line authentication in the charger 200 electrically connecting the connector cable 210 to the electric vehicle 100 and simultaneously being charged.

The center controller 300 may exchange signals or data with the charger communication control module 220 . When communication starts with an electrical connection between the electric vehicle 100 and the communication control module of the charger 200, communication between the charger 200 and the center control unit 300 may also start.

Looking at the overall charging process, the user's electric vehicle 100 enters a parking area where the charger 200 is prepared, and the initial screen state of the charger 200 panel may be a screen state in which a charging method can be selected. For example, you can select smart charge, discharge or normal charge. This screen may be in a state before the user separates the connector cable 210 from the charger 200, and when the connector cable 210 is disconnected, it may be converted to a screen prompting the user to connect the connector to the electric vehicle 100. there is. Accordingly, when the user directly disconnects the connector cable 210 without a separate screen touch or input, the user may move to the next screen, but when the user selects and sets a specific charging method, the user may move to the charging method setting screen.

For example, the smart charging method may be linked to reverse transmission to a power system such as V2G, Plus DR, minimum required charging amount setting, or car leaving time setting, etc., and linking V2G to reduce costs. So you can do smart discharge.

The general charging method may be a method of setting a target charging amount and charging accordingly, similar to a method of refueling a general fossil fuel vehicle, which is not a cost reduction method using the grid such as V2G or vehicle departure time setting.

The smart charging method or the general charging method may be irrelevant to whether or not the user registers with the center controller 300 .

Looking at the entire charging process, when a user electrically connects the connector cable 210 to the electric vehicle 100, the electric vehicle 100 and the charger communication control module 220 detect the connection between them and start communication. In this step, the unique identification value of the electric vehicle 100 may be transmitted from the electric vehicle communication control module 120 . Along with transmission of the unique identification value, information such as the state of the battery 140 of the electric vehicle 100 or the amount of charge remaining in the battery 140 may be transmitted. That is, since charging starts after the connection of the connector cable 210 and the authentication process, transmission of the unique identification value and transmission of information about the battery 140 may be performed at separate times or simultaneously.

After receiving the unique identification value from the electric car communication control module 120, the charger communication control module 220 transmits information to the center control unit 300 to determine whether the unique identification value is a user registered in the center control unit 300. , and the center control unit 300 can compare the transmitted unique identification value with the database of the center control unit 300 to determine whether it is a registered user.

When the signal whether to determine whether or not the registered unique identification value is received from the center control unit 300 reaches the charger communication control module 220, subsequent steps may be divided according to whether the value is registered. If the electric vehicle 100 has already been pre-registered, the charger 200 can start charging based on state information of the battery 140 that has already been received or will be received in the future. In this case, the center controller 300 may immediately start charging by applying the charging method set immediately before the registered user's current use. A user may change a charging method through a terminal application such as a charger 200 panel or a smart phone. In addition, by pre-registering a card to pay the charged amount at the time of pre-registration, the payment can be automatically made to the card.

Therefore, in the case of a pre-registered electric vehicle 100, authentication, charging, and payment can all be performed by the user with only one action of connecting the connector cable 210 to the electric vehicle 100.

When the signal whether or not to determine whether the unique identification value registered from the center control unit 300 reaches the charger communication control module 220, when the unique identification value is not a registered value, the center control unit 300 transmits the signal It is sent to the charger communication control module 220, and the charger communication control module 220 may go to the registration step without starting charging.

Like the general registration step, the registration step can be performed by inputting the issued membership card number or vehicle number. However, since the extracted unique identification value of the electric vehicle 100 must be transmitted to the center controller 300 even in the registration step, the connector cable 210 may remain connected to the electric vehicle 100 in the registration step. That is, in the registration step, in addition to registering a simple ID and password, the unique identification value of the electric vehicle 100 may be stored in the infrastructure of the center control unit 300 .

Therefore, by completing the registration step once, the electric vehicle 100 can immediately enter the use step and charge only with the electrical connection of the connector cable 210 thereafter.

100... EV 120... EV communication control module
140 ... battery 160 ... battery control unit (BMS)
200... charger 210... connector cable
220 ... charger communication control module 240 ... power supply unit
300 ... Center control unit 400 ... Charging method selection unit
410... smart charging and discharging unit
420 ... minimum required charging amount setting unit

Claims (7)

electric car;
a charger supplying power to the electric vehicle to charge the battery of the electric vehicle;
a charging method selector for selecting a charging method through a panel of the charger or a terminal of an electric vehicle user; including,
After the charging method is selected by the charging method selection unit, a smart charging/discharging unit is provided that calculates a charging schedule reflecting at least one of DR (Demand Response) issuance or time zone for each load,
A minimum required charging amount setting unit for setting a minimum required charging amount is provided in case the charging schedule is canceled or stopped,
The smart charging/discharging unit calculates the total amount of charge required to complete charging of the electric vehicle together with the charging schedule before modification,
When the minimum required charging amount is preset by a manager or directly set by an electric vehicle user, a charging schedule after modification reflecting the minimum required charging amount is calculated from the charging schedule before modification,
In the charging schedule after the above modification,
The minimum required charging amount is arranged to be charged in the initial time period of the charging schedule,
Charging is stopped for a time equal to the power difference between the supply amount of the initial time zone according to the charging schedule before the modification and the minimum required charging amount,
After the time when charging by the power difference is stopped, the remaining charge amount, which is the difference obtained by subtracting the minimum required charge amount from the total charge amount, is distributed by reflecting at least one of the DR command or time zone for each load.
According to claim 1,
One of the normal charging mode and the smart charging/discharging mode is selected by the charging method selector,
In the normal charging mode, charging proceeds at the maximum output of the charger from the start of charging to the completion of charging.
The smart charge/discharge mode is a method of charging by adjusting a charging schedule in consideration of at least one of the electric vehicle user's demand, the power condition of a power source that supplies power, and the application of the hourly rate system.
According to claim 1,
The charging method by the charging method selector includes a smart charging mode,
The smart charging mode includes at least one of a minimum charge charging mode, a DR-linked charging mode, and a complex charging mode,
The minimum charge charging mode is a mode for calculating a charging schedule in which only the minimum charge is consumed during charging,
The DR-linked charging mode is a mode for generating a Customer Baseline Load (CBL) for DR,
The customer reference load (CBL) is a value that predicts the amount of power normally used if electricity consumption was not reduced due to instructions from the power exchange, etc.
The complex charging mode is a charging device in which the minimum charge charging mode and the DR-linked charging mode are mutually combined.
According to claim 1,
The departure date and departure time of the electric vehicle to be charged are set,
Upon request from the power grid, electricity is reversely transmitted from the electric vehicle to the power grid,
A charging device that calculates a charging schedule reflecting load-specific time slots or DR issuance.
According to claim 1,
When charging the electric vehicle, the user authentication process is performed after the charger is electrically connected to the electric vehicle,
A charging device that immediately proceeds to a charging step when user registration is completed after connecting the charger to the electric vehicle.
According to claim 1,
The charging schedule is divided into time zones for each load,
The divided time zone includes a light load, a medium load, and a maximum load in order of low power consumption,
The remaining charging amount is distributed in the order of the light load, medium load, and maximum load in the remaining time period except for the time period in which the minimum required charge amount is distributed.
According to claim 1,
A smart discharge mode for reversely transmitting electricity from the electric vehicle to a power grid is provided in the smart charging/discharging unit,
The smart discharge mode is associated with a plus DR in which a power consuming subject promises to consume excess power of the power system and receives a predetermined compensation from a power supply source by fulfilling the promise,
When the plus DR is issued, the time zone in which excess electricity is supplied is the first time zone, and the time zone in which demand is higher than the power supply is the second time zone, not the first time zone.
In the first time zone, the electric vehicle is charged by receiving power from the power system,
In the second time zone, the electric vehicle retransmits power to the power system.

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