KR102518036B1 - Charging apparatus and charging method for electric vehicle - Google Patents

Abstract

An electric vehicle charging device according to an embodiment of the present invention includes a control pilot (CP) port for receiving a control pilot (CP) signal transmitted through a charging cable connected to an electric vehicle supply equipment (EVSE), A PD (Proximity Detection) port for detecting proximity of a connector, a Protective Earth (PE) port connected to the ground of the EVSE, an enable signal generator for generating an enable signal using the CP signal, and It is connected to the CP port, the PD port, and the PE port, and detects whether the connector of the charging cable is injected using a signal transmitted from the PD port, and is enabled by the enable signal to A control unit controlling charging of a battery, wherein the enable signal generator includes a first element operating in a first period of the CP signal, a second element operating in a second period of the CP signal, and the first element. and a third element combining an output signal of and an output signal of the second element, and the signal merged by the third element is the enable signal.

Description

Electric vehicle charging device and charging method {CHARGING APPARATUS AND CHARGING METHOD FOR ELECTRIC VEHICLE}

The present invention relates to electric vehicles, and more particularly to charging of electric vehicles.

Eco-friendly vehicles such as electric vehicles (EVs) or plug-in hybrid electric vehicles (PHEVs) use electric vehicle supply equipment (EVSE) installed at charging stations to charge batteries. .

To this end, the charging cable of the EVSE may be connected to the inlet of the electric vehicle.

At this time, even when the power of the EVSE is not coupled to the power line and is coupled only to the inlet of the electric vehicle, the ECU of the electric vehicle recognizes that the charging plug is being coupled to the inlet and continues to turn on. . Accordingly, power of the electric vehicle may be unnecessarily consumed.

In addition, when the power of the EVSE is coupled to the power line again, since the electric vehicle has to repeat the setting procedure for connection with the EVSE from the beginning, there is a problem in that rapid connection cannot be made.

An object of the present invention is to provide a charging device and method for charging an electric vehicle.

An electric vehicle charging device according to an embodiment of the present invention includes a Control Pilot (CP) port for receiving a Control Pilot (CP) signal transmitted through a charging cable connected to an Electric Vehicle Supply Equipment (EVSE), A PD (Proximity Detection) port for detecting proximity of a connector, a Protective Earth (PE) port connected to the ground of the EVSE, an enable signal generator for generating an enable signal using the CP signal, and It is connected to the CP port, the PD port, and the PE port, and detects whether the connector of the charging cable is injected using a signal transmitted from the PD port, and is enabled by the enable signal to A control unit controlling charging of a battery, wherein the enable signal generator includes a first element operating in a first period of the CP signal, a second element operating in a second period of the CP signal, and the first element. and a third element combining an output signal of and an output signal of the second element, and the signal merged by the third element is the enable signal.

The CP signal is a PWM (Pulse Width Modulation) signal, the first period may be a regular period of the CP signal, and the second period may be a sub-period of the CP signal.

Each of the first element and the second element may include a gate element.

The gate device may include an opto-coupler.

The third element may include a Field Effect Transistor (FET).

The controller operates in an operating mode or a sleep mode, and when the controller receives the enable signal while in the sleep mode, the controller can receive charging power from the EVSE.

It further includes a PLC (Power Line Communication) unit, wherein the PLC unit communicates with the EVSE using the CP port and the PE port, and when the controller receives the enable signal, the controller controls the PLC to communicate with the EVSE. can be controlled to communicate with.

According to an embodiment of the present invention, a charging method of a charging device for an electric vehicle including a control unit for controlling charging of a battery is connected to EVSE (Electric Vehicle Supply Equipment) using a signal transmitted from a PD (Proximity Detection) port. Detecting whether the connector of the charging cable is injected, generating an enable signal using a Pulse Width Modulation (PWM) signal transmitted from a CP port, enabling the control unit using the enable signal and receiving charging power from the EVSE.

The generating of the enable signal may include operating a first element in a first period of the CP signal, operating a second element in a second period of the CP signal, and operating a third element in the first period of the CP signal. The method may include generating the enable signal by merging an output signal of a device and an output signal of the second device.

According to an embodiment of the present invention, when the charging cable of the EVSE is coupled only to the inlet of the electric vehicle and not to the power line, the electric vehicle charging device can reduce unnecessary power consumption. In addition, when the charging cable is coupled to the EVSE again, the charging device of the electric vehicle can quickly wake up and establish a connection with the EVSE quickly.

1 is a block diagram showing a charging system for an electric vehicle according to an embodiment of the present invention.
2 to 4 are diagrams illustrating a connection method between an EV and an EVSE.
5 illustrates a charging cable for connection between EV and EVSE.
FIG. 6 is an example of basic interface type 1 for single phase, and FIG. 7 is an example of basic interface type 2 for three phase.
8 is a diagram illustrating a connection relationship between a charging cable and an EV.
9 shows a state diagram for transitioning from a sleep mode to an operating mode according to an embodiment of the present invention.
10 to 12 show state diagrams of transitions in operating modes according to another embodiment of the present invention.
13 is a block diagram of an electric vehicle charging device according to an embodiment of the present invention.
14 is a circuit diagram included in an enable signal generator according to an embodiment of the present invention.
FIG. 15 shows an example in which a CP signal of 50% duty PWM is converted by a first optocoupler and a second optocoupler, and FIG. 16 shows an enable signal generated from the CP signal of FIG. 12 .
FIG. 17 shows an example in which a CP signal of 3% duty PWM is converted by the first optocoupler and the second optocoupler, and FIG. 18 shows an enable signal generated from the CP signal of FIG. 17 .
19 is a block diagram of an electric vehicle charging device according to another embodiment of the present invention.
20 is a block diagram of an electric vehicle charging device according to another embodiment of the present invention.
21 is a flowchart illustrating a PLC connection setting method of a charging device including a PLC unit, and FIG. 22 is a flowchart specifically illustrating a validation process among the processes of FIG. 21 .

Since the present invention can make various changes and have various embodiments, specific embodiments are illustrated and described in the drawings. However, this is not intended to limit the present invention to specific embodiments, and should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention.

Terms including ordinal numbers such as second and first may be used to describe various components, but the components are not limited by the terms. These terms are only used for the purpose of distinguishing one component from another. For example, a second element may be termed a first element, and similarly, a first element may be termed a second element, without departing from the scope of the present invention. The terms and/or include any combination of a plurality of related recited items or any of a plurality of related recited items.

It is understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. It should be. On the other hand, when an element is referred to as “directly connected” or “directly connected” to another element, it should be understood that no other element exists in the middle.

Terms used in this application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, the terms "include" or "have" are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other features It should be understood that the presence or addition of numbers, steps, operations, components, parts, or combinations thereof is not precluded.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in the present application, they should not be interpreted in an ideal or excessively formal meaning. don't

Hereinafter, the embodiments will be described in detail with reference to the accompanying drawings, but the same or corresponding components regardless of reference numerals are given the same reference numerals, and overlapping descriptions thereof will be omitted.

1 is a block diagram showing a charging system for an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 1 , an Electric Vehicle (EV) 10 may be charged from an Electric Vehicle Supply Equipment (EVSE) 20 . To this end, a charging cable connected to the EVSE 20 may be connected to an inlet of the EV 10 . Here, the EVSE 20 is a facility that supplies AC or DC, and may be placed in a charging station or in a home, and may be implemented to be portable. In this specification, the EVSE 20 may be mixed with a charging station (supply), an AC charging station (AC supply), a DC charging station (DC supply), a socket-outlet, and the like.

The charging device 100 is included in the EV 10 and is connected to an Electronic Control Unit (ECU) 200 in the EV 10 .

A charging mode for charging the EV 10 may be classified into various types according to a connection method between the EVSE 20 and the EV 10 . For example, in Mode 1, where a standardized socket-outlet is used to connect the EV 10 to the AC supply network, electric shock between the EV 10 and a plug or part of the in-cable control box Mode 2 that connects the EV(10) with the AC supply network using the protection system and CP (Control Pilot) function, and the EV(10) Mode 3, which permanently connects the AC supply network with the EV 10, and Mode 4, which connects the EV 10 with the supply network using a DC EV charging station (eg off-board charger) whose CP functionality extends to the DC EV charging station. can be classified as

Meanwhile, the EV 10 and the EVSE 20 may be connected in various ways. 2 to 4 are diagrams illustrating a connection method between the EV 10 and the EVSE 20.

Referring to FIG. 2 , the EV 10 and the EVSE 20 are connected using a charging cable 50, and a plug of the charging cable 50 may be permanently mounted on the EV 10. At this time, the charging cable 50 may be connected to a household or industrial socket-outlet or connected to a charging station.

Referring to FIG. 3 , the EV 10 and the EVSE 20 are connected using a detachable charging cable 50, and the charging cable 50 includes a vehicle-side connector 52 and an EVSE-side plug 54. ), i.e. a wall-mounted socket-outlet side or charging station side connector 54.

Referring to FIG. 4 , the EV 10 and the EVSE 20 are connected using a charging cable 50, and the charging cable 50 may be permanently installed in a charging station.

Depending on the charging mode of the EVs 10 classified as described above, the usage environment may vary. For example, Mode 1 does not exceed 16A on the supply side, does not exceed 250V AC single 1186 phase or 480V AC three phase, and uses power and protective ground conductors. Mode 2 does not exceed 32A and 250V AC single-phase or 480V AC three-phase, and uses standardized single-phase or three-phase socket outlets. Mode 3 is used to connect EVs via an EVSE that is permanently connected to the AC supply network. Mode 4 is used when the charging cable is permanently attached to the charging station.

Here, in Mode 2, Mode 3, and Mode 4, there are conditions required between the EVSE 20 or between the EVSE 20 and the EV 10.

First, the electrical continuity of the protective conductor (PE conductor) is detected (detection of the electrical continuity of the protective conductor). During mode 2, mode 3 and mode 4 charging, the electrical continuity of the PE conductor must be continuously monitored by the EVSE. If there is no electrical continuity of the PE conductor, the EVSE 20 should be switched off.

Next, it is to verify that the vehicle is properly connected. The EVSE 20 may determine whether the connector is properly inserted into the charang inlet and properly connected to the EVSE 20.

Next, continuous protective earth continuity checking. Equipment ground continuity between the EVSE 20 and the vehicle must be continuously demonstrated.

Next, to provide power for power supply to the vehicle (energization of power supply to the vehicle). If the pilot function between EVSE 20 and EV 10 is not accurately set to a single state allowing power supply, power supply of the system will not be performed.

Next, the power supply for power supply to the vehicle is cut off (de-energization of the power supply to the vehicle). If the pilot function is cut off, or the pilot wire single condition no longer permits power supply, the power supply to the vehicle cable will be cut off, but the control circuit will still have power.

Meanwhile, in mode 1, mode 2 and mode 3, digital communication is selectively possible. In mode 4, digital information can be exchanged so that the vehicle controls off-board chargers other than dedicated off-board chargers.

Also, in Mode 1, Mode 2 and Mode 3, a PE conductor may be used to establish an equivalent connection between the ground terminal of the EVSE 20 and the exposed conductor of the vehicle.

Next, an interface for connection between EV and EVSE will be described. 5 illustrates a charging cable for connection between EV and EVSE. The connector 52 of the charging cable 50 is connected to the inlet of the vehicle, and the plug 54 of the charging cable 50 is connected to the charger side, for example, to a socket-outlet.

Table 1 shows interface types applicable according to the charging mode of the EV 10.

In order to connect the EV 10 and the EVSE 20, a ground connection must be preceded, and a pilot connection must be performed after proximity and power connections are made. In order to disconnect the EV 10 and the EVSE 20, the pilot connection must first be released, and the ground connection must be finally released.

The basic (AC) interface (IEC62196-2) is classified into Type 1, Type 2, and Type 3, and is applicable to the connector 52 and the plug 54 of the charging cable 50 for each mode according to Table 1.

The basic interface may include, for example, up to 7 contacts. FIG. 6 is an example of basic interface type 1 for single phase, and FIG. 7 is an example of basic interface type 2 for three phase. Here, the three-phase interface may be used to supply single-phase. However, this is only an example, and the shape of the interface and the number, location, and size of the contacts may be variously modified.

For a single-phase interface, the preferred current rate is 250V 32A, and for a three-phase interface, the preferred current rate is 480V 32A. The inlet of a typical vehicle can be designed to be interchangeable with a single-phase interface and a three-phase interface. Table 2 shows the standard physical configuration of contact positions for single-phase and three-phase.

In Table 2, the description of the footnotes is as follows.

a. Contact numbers do not indicate a specific location.

b. Indicates typical maximum current rating. The maximum current rate in mode 1 is 16A. The current rate is a function of the contact. Preferred values may vary depending on local requirements. For single phase use, for example, 10A in some countries, but generally 16A.

c. Typical current rate: 30A is the standard current rate in some countries; 10A and 16A are typical current rates.

d. In some countries, these contacts can be connected in phase to obtain the required voltage.

e. Contacts used for proximity functions may also perform other functions.

f. The neutral wire can be omitted for load balancing.

g. Higher current rates may be acceptable in certain designs.

h. For contacts 6 and 7, a larger conductor cross-section may be required.

Meanwhile, the interface may further include contacts for Control Pilot (CP) and Proximity Detection (PD).

8A is a diagram showing a connection relationship between EVSE and EV. An example in which a single-phase basic interface is applied to Mode 2 is shown.

Referring to FIG. 8A , a plug 54 of a charging cable 50 is connected to an EVSE (not shown). Also, a connector 52 of the charging cable 50 is connected to an inlet of the EV 10 . At this time, the inlet of the EV 10 includes port 1, port 2, port 3, port 4, and port 5, respectively, contact 1, contact 2, and contact 3 of the connector 52. , connected to contacts 4 and 5.

AC power supplied from EVSE can be input through port 1 and port 2. Port 3 may be a port connected to Protective Earth (PE). A control pilot (CP) signal may be transmitted through port 4. The CP signal may be a signal requesting start or stop of power transmission or controlling the amount of power. The CP signal is generated by the CP generator in the EVSE 20 or the charging cable 50, and may be transferred through a pilot function controller of the charging cable 50. The CP signal transmitted through port 4 may be input to a pilot function logic within the charging device 100 of the EV 10 . To this end, when the CP signal is input, the switch S2 in the charging device 100 of the EV 10 may be closed. In this specification, a CP signal may be used interchangeably with a pilot function signal. And, port 5 is a PD (Proximity Detection) port. When the PD port contacts the PD contact of the charging cable 50, proximity detection logic may operate.

8B is an example of a circuit diagram showing a connection relationship between EV and EVSE.

Referring to FIG. 8B , the earth of the EVSE is connected to the ground of the EV. Then, the EVSE generates and outputs a PWM signal having a predetermined duty cycle. The PWM signal generated by the EVSE may be input to the charging device 100 in the EV 10 through a CP line (Control Pilot Line). To this end, when a PWM signal, that is, a CP signal is input, the switch S2 in the charging device 100 of the EV 10 may be closed. Here, Cs is the EVSE-side capacity, and Cv means the EV-side capacity.

Meanwhile, each of the EV and the EVSE may include a PLC chip, and may perform Power Line Communication (PLC) through the PLC chip. To this end, the PLC chip included in each of the EV and EVSE includes an input port (In) and an output port (Out), and each of the input port (In) and the output port (Out) is branched from the line through which the CP signal is transmitted. It may be connected to a branched line from the line to which the line and ground are connected.

Table 3 shows the mapping of pilot function signals transmitted through CP ports.

In Table 3, a typical pilot function and compatibility mode is applied to a general charging system in which a CP signal is a PWM signal, and an extended mode can be applied to a charging system capable of PLC communication between an EV and an EVSE.

As shown in Table 3, the CP signal is a PWM (Pulse Width Modulation) signal, and power transfer start or stop, power amount, and the like can be controlled according to an amplitude change and a duty cycle. For example, when a charging cable is plugged in, Vpilot on the EVSE side may change from +12V to +9V, and Vpilot on the EV side may change from 0V to +9V. Also, when the charging cable is unplugged, Vpilot of the EVSE side may change to +12V, and Vpilot of the EV side may change to 0V. That is, the amplitude or duty cycle of the CP signal may vary depending on the plug-in, unplug, ready, and charging states of the EV and EVSE, and the EV 10 uses the CP signal. This allows you to control the charging of the battery. Also, in the extended mode, a BSC message may be further used for a pilot function.

On the other hand, a power saving function is required for the CP. To this end, the EVSE 20 and the charging device 100 in the EV 10 may operate in an operating mode or a sleep mode. When the EV 10 is not being charged, the charging device 100 must operate in a sleep mode to prevent unnecessary battery consumption. Even in a charging system in which power line communication (PLC) between the EVSE 20 and the charging device 100 in the EV 10 is possible, the charging device 100 in the EV 10 may operate in an operating mode or a sleep mode. At this time, the control unit of the charging device 100 may operate in an operating mode or a sleep mode, or the PLC unit of the charging device 100 may operate in an operating mode or a sleep mode.

According to an embodiment of the present invention, it is intended to quickly transition a charging device from a sleep mode to an operating mode using a signal input through a CP port and a PD port.

9 shows a state diagram for transitioning from a sleep mode to an operating mode according to an embodiment of the present invention.

Referring to FIG. 9 , when the EVSE 20 stops generating a PWM signal in a state A2 in which the charging cable is unplugged in the EVSE 20, it transitions to A1. Thereafter, when the charging cable is connected to the EV 10 and the EVSE 20 (B1), that is, when a signal is transmitted through the PD port, the EVSE 20 outputs a PWM signal with an amplitude of 9V and is ready. ) state (B2). Then, the EV 10 receives charging power from the EVSE 20 (C2). When the EV 10 is fully charged, the EV 10 transitions to B2, and the charging device 100 of the EV 10 may transition to a sleep mode. Thereafter, when the charging device 100 of the EV 10 wants to restart charging, the EV 10 and the EVSE 20 may go through the B2 state again and proceed to C2.

On the other hand, when the EVSE 20 stops supplying power while the EV 10 receives charging power from the EVSE 20, for example, when the charging cable of the EVSE 20 is disconnected (C1) , the EV 10 stops receiving charging power (B1), and the charging device 100 and the EVSE 20 of the EV 10 may transition to a sleep mode. After that, the EVSE 20 may periodically attempt to transmit the CP signal. At this time, when the EVSE 20 and the EV 10 are connected again, the EV 10 can receive a CP signal periodically transmitted from the EVSE 20, and is enabled by the received CP signal to save power. It may be in a ready state (B2) for charging.

10 to 12 show state diagrams for transitioning from a sleep mode to an operating mode according to another embodiment of the present invention. A case in which PLC is performed between the charging device 100 in the EV 10 and the EVSE 20 is illustrated, and FIG. 11 is a state diagram of the EVSE and FIG. 12 is a state diagram of the EV.

10 to 12, when a charging cable is plugged in between the EVSE 20 and the EV 10 (B), the EVSE 20 outputs a CP signal having an amplitude of 9V. At this time, the EVSE 20 and the charging device 100 of the EV 10 may still operate in a sleep mode. Meanwhile, when the EVSE 20 transmits a BSC message (EVSE sends BSC message) and the EV 10 responds (EV sends BSC answer), the EVSE 20 and the EV 10 establish a connection (B+ BSC). At this time, the EVSE 20 and the charging device 100 of the EV 10 are out of the sleep mode and are operating in the operating mode, but the PLC unit in the charging device 100 may still be in the sleep mode. Thereafter, when the EVSE 20 transmits the ready message, the EV 10 may also enter a ready state (C+BSC) by closing the switch S2 so that the CP signal can be received. Accordingly, the PLC unit moves out of the sleep mode and operates in the operating mode, and the EV 10 can receive charging power from the EVSE 20 .

To this end, according to an embodiment of the present invention, the signal generated by the EVSE and transmitted through the CP port is converted into an enable signal, and the charging device 100 of the EV 10 is converted using the converted enable signal. It is intended to transition the control unit or PLC unit from the sleep mode to the operating mode.

13 is a block diagram of an electric vehicle charging device according to an embodiment of the present invention.

Referring to FIG. 13 , the charging device 100 of the electric vehicle 10 includes a control pilot (CP) port 110, a proximity detection (PD) port 120, a protective earth (PE) port 130, a controller ( 140), an enable signal generator 150, and power input ports 160 and 170.

Here, the CP port 110 is a port that receives a CP (Control Pilot) signal transmitted through a charging cable connected to EVSE (Electric Vehicle Supply Equipment).

The PD port 120 is a port that detects proximity of a connector of a charging cable.

The PE port 130 is a port connected to the ground of the EVSE 20.

The enable signal generator 150 generates an enable signal for enabling the control unit 140 using the CP signal.

The controller 140 is enabled by the enable signal to control charging of the battery 300 . To this end, the control unit 140 determines whether the connector of the EVSE 20 is injected using the PF logic 142 that processes the pilot function received through the CP port 110 and the signal received through the PD port 120. It may include a PD logic 144 that detects.

14 is a circuit diagram included in an enable signal generator according to an embodiment of the present invention.

Referring to FIG. 14 , the enable signal generator 150 includes the first element 152 operating in the first section of the CP signal transmitted through the charging cable 50 of the EVSE 20 and the second section of the CP signal. It may include a second element 154 operating in the interval, and a third element 156 combining the output signal of the first element 152 and the output signal of the second element 154 . The output signal merged by the third element 156 may be an enable signal enabling the control unit 140 .

Here, the CP signal may be a PWM (Pulse Width Modulation) signal, the first period may be a positive period of the PWM signal, and the second period may be a negative period of the PWM signal.

In this case, each of the first element 152 and the second element 154 may be a gate element. Each of the first element 152 and the second element 154 may include, for example, an opto-coupler. An opto coupler may be used interchangeably with a photo coupler. The optocoupler includes a light emitting diode (D) and a phototransistor (T), and when a current is applied to the light emitting diode (D), the light emitting diode (D) emits light. The phototransistor T may be in a conductive state by receiving light emitted from the light emitting diode D. Using this principle, when a CP signal is applied to the first element 152 and the second element 154, the first element 152 operates in the regular section of the PWM signal, and the second element 154 It operates in the sub-interval of the PWM signal and can invert the signal in the sub-interval. Also, the third element 156 may merge the output signal of the first element 152 and the output signal of the second element 154 . In this way, the signal merged by the third element 156 may be a DC signal having a constant voltage, which may serve as an enable signal for transitioning the control unit 140 from a sleep mode to an operating mode.

FIG. 15 shows an example in which a CP signal of 50% duty PWM is converted by a first optocoupler and a second optocoupler, and FIG. 16 shows an enable signal generated from the CP signal of FIG. 12 . 17 shows an example in which the CP signal of 3% duty PWM is converted by the first optocoupler and the second optocoupler, and FIG. 18 shows an enable signal generated from the CP signal of FIG. 17 . Referring to FIGS. 15 to 18 , it can be seen that a DC signal having a constant voltage is generated by the enable signal generator according to an embodiment of the present invention. In particular, the CP signal varies in amplitude and duty cycle depending on the pilot function, but when the CP signal is converted into a DC signal having a constant voltage using the enable signal generator according to an embodiment of the present invention, the control unit 140 Easy to enable.

Referring back to FIG. 13 , the enable signal generated by the enable signal generator 160 is input to the controller 140, and the controller 140 receiving the enable signal gets out of the sleep mode and charges the battery. Control. That is, the PF logic 142 of the control unit 140 processes a pilot function using a CP signal input through the CP port 110, and the PD logic 144 of the control unit 140 receives information from the PD port 130. It is possible to detect whether the connector of the charging cable has been injected using the transmitted signal. Also, the controller 140 controls the switch SW connected to the power input ports 160 and 170 so that the battery 300 can receive charging power from the EVSE 20 .

Here, the battery 300 may mean including a battery management system (BMS). At this time, the battery management system may be connected to the ECU 200 to connect power transmitted from the charging device 100 to the battery 300 and control charging. Alternatively, the battery management system may determine whether to start charging the battery 300 or transmit the consumption amount of the battery 300 to the ECU 200 .

19 is a block diagram of an electric vehicle charging device according to another embodiment of the present invention. 13 to 18, redundant descriptions are omitted.

Referring to FIG. 19 , the charging device 100 of the electric vehicle 10 includes a control pilot (CP) port 110, a proximity detection (PD) port 120, a ground connection port 130, and a controller ( 140), an enable signal generator 150, and power input ports 160 and 170.

Here, the enable signal generator 150 generates an enable signal for waking up the PD logic 144 of the control unit 140 . 14 to 18 may be equally applied to a circuit diagram of the enable signal generator 150 and a description of the enable signal generated by the enable signal generator 150 . The PD logic 144 of the control unit 140 wakes up upon receiving the enable signal generated by the enable signal generator 150, and uses the signal transmitted through the PD port 120 to connect the charging cable. can be detected if injected. To this end, the controller 140 may receive standby power. Standby power may be minimum power for operating the PD logic 144 of the control unit 140 or power for driving the control unit.

When the PD logic 144 detects the insertion of the connector, the controller 140 exits the sleep mode and controls charging of the battery. That is, the PF logic 142 of the controller 140 processes the pilot function using the CP signal input through the CP port 110, and controls the switch SW connected to the power input ports 160 and 170 This allows the battery 300 to receive charging power from the EVSE 20.

20 is a block diagram of an electric vehicle charging device according to another embodiment of the present invention. Redundant descriptions of the same contents as those of FIGS. 13 to 19 are omitted.

Referring to FIG. 20 , the charging device 100 of the electric vehicle 10 includes a control pilot (CP) port 110, a proximity detection (PD) port 120, a ground connection port 130, and a controller ( 140), an enable signal generator 150, and power input ports 160 and 170.

Here, the enable signal output from the enable signal generator 150 is input to the ECU 200, and the ECU 200 may transfer enable power to the control unit 140. At this time, the ECU 200 may determine whether the battery needs to be charged from the battery 300 or a battery management system (not shown), and deliver enable power to the control unit 140 according to the determination result. 14 to 18 may be equally applied to a circuit diagram of the enable signal generator 150 and a description of the enable signal generated by the enable signal generator 150 . Accordingly, the controller 140 can control charging of the battery 300 out of the sleep mode. That is, the PF logic 142 of the control unit 140 processes a pilot function using a CP signal input through the CP port 110, and the PD logic 144 of the control unit 140 receives information from the PD port 130. It is possible to detect whether the connector of the charging cable has been injected using the transmitted signal. Also, the controller 140 controls the switch SW connected to the power input ports 160 and 170 so that the battery 300 can receive charging power from the EVSE 20 .

Meanwhile, according to an embodiment of the present invention, a process of a charging device including a PLC unit may be simplified using an enable signal generated using a CP signal. Here, the PLC unit may include a PLC chip as illustrated in FIG. 8B. The PLC unit may be included in the charging device 100 of at least one of FIGS. 13 , 19 and 20 , and may be included in the control unit 140 or set to be connected to the control unit 140 . At this time, the enable signal generator 150 is connected to the branched line from the CP port 110 to receive the CP signal, and the enable signal generated by the enable signal generator 150 drives the ECU 200. Through this, the PLC connection setting of the PLC unit can be controlled.

21 is a flowchart illustrating a PLC connection setting method of a charging device including a PLC unit, and FIG. 22 is a flowchart specifically illustrating a validation process among the processes of FIG. 21 .

Referring to FIG. 21 , when the charging device 100 of the EV 10 and the EVSE 20 are connected by a charging cable, the charging device 100 of the EV 10 receives a CP signal from the EVSE 20. . Accordingly, the charging device 100 of the EV 10 configures the PLC module (configuration of the PLC module) (S210), and discovers the PLC module in the EVSE 20 (discovery of the PLC module) (S212). If the EVSE 20 does not include a PLC unit (Non PLC EVSE, S214), PLC association fails (association fails) (S216).

When the EVSE 20 includes a PLC unit (EVSE with PLC, S218), the charging device 100 of the EV 10 performs a validation of the association process (S220). The validation process is a process of confirming that each contact of the connector of the charging cable is properly connected to each port of the inlet of the vehicle.

Referring to FIG. 22, in order to perform the validation process, the charging device 100 of the EV 10 must perform the SLAC process (S310). SLAC is a protocol for measuring signal strength between HomePlug GreenPHY stations.

When the charging device 100 of the EV 10 receives a signal of a predetermined strength, the charging device 100 of the EV 10 determines that validation has been performed (EVSE_FOUND, S312), and sets the logical network (set- up logical network) is performed (S314), and the link is connected (S316). On the other hand, if the charging device 100 of the EV 10 does not receive a signal, the charging device 100 of the EV 10 determines that validation has not been performed (EVSE_NOT FOUND, S318), and the link is connected It does not (No link, S320).

Meanwhile, if it is ambiguous to determine whether the charging device 100 of the EV 10 has received a signal, the charging device 100 of the EV 10 determines that the EVSE 20 is potentially discovered (EVSE_ POTENTIALLY_FOUND, S322), validation may be performed using the CP signal (Validation by Control Pilot, S324). When the CP signal is successfully received, the charging device 100 of the EV 10 determines that validation has been performed (S326), performs logical network setup (S314), and connects the link (S316). In contrast, when the CP signal is not received, the charging device 100 of the EV 10 determines that validation has not been performed (S328), and the link is not connected (S320).

Referring back to FIG. 21 , after the link is connected, an association process in an upper layer starts (S222), and the association succeeds (S224).

However, if the power plug of the EVSE 20 is disconnected after successful connection, the charging device 100 of the EV 10 may enter the sleep mode even if the connector of the charging device 100 of the EV 10 is connected. there is. Then, when the power plug of the EVSE 20 is connected again, the charging device 100 of the EV 10 and the EVSE 20 must perform the entire process of FIGS. 21 to 22 again.

However, if the charging device 100 of the EV 10 generates an enable signal from the CP signal as in the embodiment of the present invention, the validation process may be omitted. That is, when the power plug of the EVSE 20 is disconnected after successful connection, the charging device 100 of the EV 10 enters the sleep mode while receiving a signal through the PD port (S2100). At this time, when the plug of the EVSE 20 is connected again, the EV 10 may generate an enable signal using the CP signal transmitted from the EVSE 20, and the ECU 200 may generate the enable signal. Upon reception (S2110), the ECU 200 may wake up the charging device 100.

Accordingly, since the connection between the charging device 100 of the EV 10 and the charging cable is continuously maintained, and each contact of the charging cable connector is still connected to each port of the vehicle inlet, the implementation of the present invention The charging device 100 according to the example does not need to restart the process of FIGS. 21 and 22 as a whole, and resumes from S324 of FIG. 22, that is, validation using a CP signal or S314 of FIG. 22, that is, the process of performing logical network setup. can do.

As such, if an enable signal is generated using a CP signal according to an embodiment of the present invention, even if the charging cable on the EVSE side is disconnected and reconnected, if only the state of the PD logic has not changed, it is necessary to go through the validation procedure again. there is no Accordingly, rapid connection between the EV 10 and the EVSE 20 is possible.

Although the above has been described with reference to preferred embodiments of the present invention, those skilled in the art will variously modify and change the present invention within the scope not departing from the spirit and scope of the present invention described in the claims below. You will understand that it can be done.

10: electric car
20: electric vehicle charging facility
50: charging cable
100: charging device

Claims (12)

In the electric vehicle charging device,
A control pilot (CP) port that receives a control pilot (CP) signal transmitted through a charging cable connected to EVSE (Electric Vehicle Supply Equipment);
A PD (Proximity Detection) port for detecting proximity of the connector of the charging cable;
A protective earth (PE) port connected to the ground of the EVSE;
An enable signal generator for generating an enable signal using the CP signal, and
It is connected to the CP port, the PD port, and the PE port, and detects whether or not injection of the connector of the charging cable is performed using a signal transmitted from the PD port, and is enabled by the enable signal to enable the battery. A controller that controls the charging of
Including,
The enable signal generating unit
A first element operating in a first section of the CP signal;
A second element operating in a second period of the CP signal, and
And a third element for merging the output signal of the first element and the output signal of the second element,
The signal merged by the third element is the enable signal. According to claim 1,
The CP signal is a PWM (Pulse Width Modulation) signal,
The first period is a positive period of the CP signal, and the second period is a sub-period of the CP signal. According to claim 2,
Wherein the first element and the second element each include a gate element. According to claim 3,
The charging device of claim 1, wherein the gate device includes an opto-coupler. According to claim 1,
The controller operates in an operating mode or a sleep mode, and when the controller receives the enable signal in a sleep mode, the controller receives charging power from the EVSE. According to claim 1,
Further comprising a PLC (Power Line Communication) unit, the PLC unit communicates with the EVSE using the CP port and the PE port,
When the controller receives the enable signal, the controller controls the PLC to communicate with the EVSE. A charging method of a charging device for an electric vehicle including a controller for controlling charging of a battery,
Detecting whether a connector of a charging cable connected to EVSE (Electric Vehicle Supply Equipment) is injected using a signal transmitted from a PD (Proximity Detection) port;
Generating an enable signal using a PWM (Pulse Width Modulation) signal transmitted from a CP port receiving a CP (Control Pilot) signal;
enabling the control unit using the enable signal; and
Receiving charging power from the EVSE
including,
Generating the enable signal,
Operating a first element in a first section of the CP signal;
operating a second element in a second section of the CP signal; and
Generating, by a third device, the enable signal by merging the output signal of the first device and the output signal of the second device.
A charging method comprising a. delete According to claim 7,
The first period is a regular period of the CP signal, the second period is a sub-period of the CP signal,
The signal merged by the third element is a DC signal having a predetermined value. According to claim 7,
The control unit operates in an operating mode or a sleep mode,
The charging method is enabled when the control unit receives the enable signal when operating in a sleep mode. delete delete

Images