KR102566023B1 - An electric vehicle comprising a charger and a controller for exchanging charging-related information - Google Patents

Abstract

Disclosed is an electric vehicle including a charger and a control unit exchanging charging-related information. This electric vehicle has a high voltage battery; a charger for charging the high voltage battery with power supplied from the electric vehicle power supply according to the duty ratio of the control pilot received from the electric vehicle power supply (EVSE); and a main control unit controlling a charging operation of the charger, wherein information exchanged between the high voltage battery charger and the main control unit includes a constant voltage value or constant current according to a charger code, a protocol version, a charging connector fastening state, and a charging mode. information related to a high voltage battery cell value, a minimum voltage value of a high voltage battery cell, a maximum voltage value of a high voltage battery cell, a remaining charge time, and information related to a charging stop caused by a user interrupt, wherein the main control unit controls the high voltage battery cell among the exchanged information An abnormal state of the high-voltage battery cell is defined using a minimum voltage value and a maximum voltage value of the high-voltage battery cell, and the duty ratio of the control pilot is at least 2 to indicate an allowable current of the high-voltage battery within a duty ratio of 100%. Defines two duty ratio intervals.

Description

An electric vehicle comprising a charger and a controller for exchanging charging-related information}

The present invention relates to a vehicle battery, and more particularly, to a communication interface system for state sharing information with a navigation system that provides location information of charging stations capable of charging nearby with the state sharing information with a navigation system, a method for providing charging station information using the same, An electric vehicle including a communication interface system for state sharing information with a navigation system.

A high voltage battery mounted in an electric vehicle is a major component for storing and charging power, and a high voltage battery charging system for charging the high voltage battery from an external power source is usually required.

As one example of such a high-voltage battery charging system, a BMS (Battery Management System) that manages charging of a high-voltage battery, a connector for connecting to an external power supply, and a connected external power supply and communication interface protocol are checked and the charging process is managed. It may include a communication interface that

The BMS is a component that must be provided in an electric vehicle that uses the driving force of a vehicle as the power source of the high voltage battery. Typically, the high voltage battery and related devices connected to the high voltage battery can always be maintained in an optimal state, such as , The program to control the inverter and LDC (Low voltage DC-DC Converter) is installed.

The connector is a means for connecting with an external power supply.

The communication interface is a communication interface protocol for stabilizing data communication timing and charging sequence, and controls a charging process such as charging, stopping charging, and user interrupt while an external power supply and a connector plug are connected.

The communication interface is applied to both devices that exchange data with each other. In an electric vehicle, the communication interface is mounted on the BMS, and the external power supply is mounted on the control unit of the power supply.

Here, the external power supply may be an external charger provided separately for charging the electric vehicle, or may be an on-board charger mounted inside the electric vehicle and using general household power.

Therefore, in order to charge the high-voltage battery of an electric vehicle, when the connector of the vehicle and the external power supply are connected to each other, a defined message format is given between the communication interface mounted on the BMS and the communication interface mounted on the control unit of the external power supply. The charging process is carried out while receiving.

As an example, when the communication interface mounted on the BMS is defined as the main interface and the communication interface of a device that controls power supplied from the outside, especially the on-board charger, is defined as a sub-interface, the charging process is performed on the main interface mounted on the BMS. transmits a wake-up signal to the sub-interface, and after waking up, turns on the control unit of the on-board charger to start CAN (Controller Network Area) communication and completes the charging preparation of the on-board charger on the sub-interface Upon sending the charging ready message to the main interface, the BMS starts charging by sending a charging command.

On the other hand, after charging is in progress, if the charging termination condition is satisfied, after charging is finished, the wake-up signal from the BMS to the on-board charger is turned off, and then an off signal is transmitted to the controller of the on-board charger. , CAN communication ends.

However, in the message format of CAN communication applied to the communication interface for charging the vehicle battery according to the prior art, the communication message is not specified, the sequence is not optimized, and in particular, the function definition is not made in the message format. By having a relatively large number of reserved areas, there is a problem of insufficient utilization.

In other words, it is necessary to define a stable interface format of the charging system for additional protection and faulty operation among optimization of currently unspecified communication messages and sequences and message information for the RESERVED area.

In particular, BMS battery temperature and power limit information are added, charging input type and IG status information of the charger, power limit information, connector fastening status, internal temperature, efficiency, remaining charging time, and driving distance are added to the charger. It is necessary to check the stable operating state of the battery, implement a protection function against overtemperature, and provide information on the charging status to the user by displaying the remaining charging time and driving distance information in a cluster in the charging protocol.

In addition, it provides control (ON/OFF) information through an interface with the DC-DC converter of the LDC (Low Voltage DC-DC Converter) to enable active high-voltage battery charging. It is necessary to turn it off to prevent failure of other controllers.

In addition, since the EVSE (Electric Vehicle Supply Equipment) interface for charging the battery of an EV (Electric Vehicle) or PHEV (Plug-in Hybrid Electric Vehicle) vehicle is not defined, a stable charging operation is performed, and the physical interface is checked to charge the vehicle. The need for stabilization is required in terms of electrical, functional and performance aspects of the system.

In addition, when charging is required, such as an EV (Electric Vehicle) or PHEV (Plug-in Hybrid Electric Vehicle) vehicle, there is a need to provide charging station location information around the vehicle as state sharing information with a navigation system.

On the other hand, the following prior art documents relate to 'an electric vehicle battery voltage display device and its control method', and when the voltage of the battery drops, a message indicating that charging is required is displayed, but the operation of the vehicle is maintained normally. It is about technology that enables drivers to safely operate vehicles.

[Prior art literature]

KR10-0373239 B1

The present invention was invented to solve the above problems, and a communication interface system for state sharing information with a navigation system that provides charging station location information that can be charged nearby as state sharing information with a navigation system, and charging station information using the same An object thereof is to provide an electric vehicle including a method and a communication interface system for sharing state information with navigation.

According to one aspect of the present invention for achieving the above object, an electric vehicle including a charger and a control unit exchanging charging-related information includes a high-voltage battery; a charger for charging the high voltage battery with power supplied from the electric vehicle power supply according to the duty ratio of the control pilot received from the electric vehicle power supply (EVSE); and a main control unit controlling a charging operation of the charger, wherein information exchanged between the high voltage battery charger and the main control unit includes a constant voltage value or constant current according to a charger code, a protocol version, a charging connector fastening state, and a charging mode. information related to a high voltage battery cell value, a minimum voltage value of a high voltage battery cell, a maximum voltage value of a high voltage battery cell, a remaining charge time, and information related to a charging stop caused by a user interrupt, wherein the main control unit controls the high voltage battery cell among the exchanged information An abnormal state of the high-voltage battery cell is defined using a minimum voltage value and a maximum voltage value of the high-voltage battery cell, and the duty ratio of the control pilot is at least 2 to indicate an allowable current of the high-voltage battery within a duty ratio of 100%. Defines two duty ratio intervals.

According to the present invention having the above configuration, the location of a nearby charging station is displayed and/or provided as an alarm signal by defining state information for each State Of Charge (SOC) state and driving distance as state sharing information with a navigation system. can do.

1 is a configuration diagram of a communication interface system for state sharing information with navigation according to an embodiment of the present invention.
2 is a table showing an example of a first main communication interface protocol in a communication interface system for monitoring the state of a vehicle battery according to an embodiment of the present invention.
3 illustrates an example of an interface protocol for a battery management system (BMS) and an on-board charger (OBC) capable of distinguishing states for each SOC in a communication interface system for state sharing information with navigation according to an embodiment of the present invention. table to represent.
4 is a control flow chart showing a charging start process during a charging operation according to a communication interface protocol in a communication interface system for monitoring a state of a vehicle battery according to an embodiment of the present invention;
5 is a control flow chart showing a stop process after completion of charging as charging termination during a charging operation according to a communication interface protocol in a communication interface system for monitoring a state of a vehicle battery according to an embodiment of the present invention.
6 is a control flow chart showing a charging stop process by a user as charging is terminated during a charging operation according to a communication interface protocol in a communication interface system for monitoring a state of a vehicle battery according to an embodiment of the present invention;
7 is a control flowchart showing a charging process according to an electric vehicle power supply (EVSE) communication interface protocol according to an embodiment of the present invention.
8 is a control flowchart illustrating a process of performing charging termination when a battery is abnormal according to an embodiment of the present invention;
9 is a control flow diagram illustrating a process of displaying a driving possible state to a driver according to an embodiment of the present invention;
10 is a control flowchart showing a process for state sharing information with navigation according to an embodiment of the present invention;
11 is a block diagram illustrating an electric vehicle equipped with a communication interface system for state sharing information with a navigation device according to an embodiment of the present invention.

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

In describing each figure, like reference numbers are used for like elements.

Terms such as first and second may be used to describe various components, but the components should not be limited by the terms. These terms are only used for the purpose of distinguishing one component from another.

For example, a first element may be termed a second element, and similarly, a second element may be termed a first element, without departing from the scope of the present invention. The term "and/or" includes any combination of a plurality of related listed items or any of a plurality of related listed items.

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 meanings consistent with the meanings in the context of the related art, and unless explicitly defined in this application, they should not be interpreted in ideal or excessively formal meanings. Should not be.

With reference to the accompanying drawings, an electric vehicle including a communication interface system for state sharing information with a navigation device, a charging station information providing method using the same, and a communication interface system for state sharing information with a navigation device according to the present invention Let's explain in detail.

1 is a configuration diagram of a communication interface system for state sharing information with navigation according to an embodiment of the present invention. As shown in FIG. 1, the communication interface system for state sharing information with navigation according to the present invention is used for communication between a main control unit 1 used to charge a battery of a vehicle and a first sub control unit 2a. a second sub communication interface 10' used for communication between the main communication interface 10 and the first sub control unit 2a, the third sub control unit 5a and/or the second sub control unit 40a; and 1 sub communication interface 20, the high voltage battery communication interface 13 used for communication between the main controller 1 and the battery sensing controller 30a of the high voltage battery 30, and the first sub controller 2a and the cluster A cluster communication interface 61 used for communication between the controllers 60a and a navigation communication interface used for communication between the first sub-controller 2a and the navigation control unit 90a for state sharing information with the navigation 90 ( 91), etc.

In addition, these communication interfaces 10, 10', 20, 13, 61 are the main communication interface 10, the second sub communication interface 10' and / or the first sub communication interface 20 and / or the high voltage It is used to define a protocol between the battery communication interface 13 and/or the cluster communication interface 61.

For example, the main controller 1 may be a battery management system (BMS) that controls and manages charging of the high voltage battery 30 . In addition, the chargers 2 and 5 are composed of a mounted charger 2 and a separate charger 5.

The charger sub-controllers 2a and 5a controlling the chargers 2 and 5 include a first sub-controller 2a built into the on-board charger 2 to supply power to the high-voltage battery 30 mounted in the vehicle. and a third sub-controller 5a built into the separate charger 5.

In particular, the second sub-controller 40a is preferably an LDC controller built into the LDC 40 that converts the power of the high-voltage battery 30 to DC/DC to suit the electric load of the vehicle.

Here, the on-board charger 2 is provided inside the vehicle to charge using a normal household power source, and the separate charger 5 refers to a vehicle-only charger installed in a fixed form in a separate place.

First, a look at the main communication interface 10 used for communication between the main controller 1 and the first sub-controller 2a is as follows.

The main control unit 1 and the first sub-control unit 2a communicate using a main communication interface 10 having a mutually determined protocol. A first main communication interface protocol 11 used to transmit data to the sub-controller 2a and a first sub-communication interface protocol used to transmit data from the first sub-controller 2a to the main control unit 1 (12) is included.

The first sub-controller 2a may be connected to the vehicle cluster 60 to display the remaining charge time (CR_OBC_CHRTIME) and the maximum mileage (CR_OBC_DISTANCE). The remaining charge time (CR_OBC_CHRTIME) means the time required from the current charged state to full charge, and the maximum driving distance (CR_OBC_DISTANCE) means the maximum driving distance of the vehicle in the current charged state.

The first main communication interface protocol 11 is built into the main control unit 1 and includes basic information of the main control unit 1, information commanded from the main control unit 1 to the first sub-control unit 2a, and the like. This is included. The first main communication interface protocol 11 divides a message into certain bytes or bits, and assigns corresponding information to the divided bytes or bits to form a message format.

For example, the data transmitted from the main control unit 1 includes the basic SW code of the main control unit 1, version information, battery internal temperature information, charging operation information and status, failure response settings, power limit information, and the like. include

As one of the specific examples, FIG. 2 shows the definition of messages transmitted from the BMS, which is the main control unit 1, as a table.

That is, the message format transmitted from the main control unit 1, like BMS1, includes electric vehicle BMS code (CR_BMS_VehicleCode), CAN protocol version (CR_BMS_CanVer), constant power command in CP mode (CR_BMS_QCCmdPwr_W), battery internal temperature (CR_BMS_Temp), Likewise, it includes data about the state of the BMS and the state of the battery.

In addition, the additional message format transmitted from the main controller 1 includes data for the BMS to control the charging operation, as in the BMS2. The BMS2 includes preparation command (CF_BMS_RdyforOBC), setting when a fault other than BMS failure occurs (CF_BMS_WrnForOBC), setting when a charging failure occurs (CF_BMS_FaultForOBC), high voltage relay ON/OFF state during charging (CF_BMS_MainRlyOnStatForOBC), charging power limit (CF_BMS_PwrLmtForOBC), normal Data for charging status (CF_BMS_AbnorChg), charging completion status (CF_BMS_OBCChgFinishedForOBC), Battery SOC (CR_BMS_SoForOBC_Pc), remaining time for full charge (CR_BMS_CharRemainedTime_min), constant current value in CC mode (CR_BMS_OBCCmdCur_A), constant voltage value in CV mode (CR_BMS_OBCCmdVolt_V) stipulated In this way, the charging of the high voltage battery is generally controlled.

In addition, the additional message format transmitted from the main control unit 1 includes data additionally defining high voltage battery cell voltage state value information of the high voltage battery 30, as in BMS3. In the BMS3, the minimum voltage value of the high voltage battery cell (CR_BMS_HV_C_min), the maximum voltage value of the high voltage battery cell (CR_BMS_HV_C_max), and the like are defined, through which the state monitoring information of the high voltage battery 30 is generated.

Of course, for this purpose, a high voltage battery interface 13 is configured between the high voltage battery 30 and the main controller 1, and the high voltage battery interface 13 communicates with the fourth main communication interface protocol 13-1 and the fourth sub A communication interface protocol 13'-1 is configured.

Here, the fourth sub communication interface protocol 13'-1 is used to transmit data from the battery sensing controller 30a to the main controller 1.

1 shows that the battery sensing controller 30a that senses the voltage of the high voltage battery 30 is included in the high voltage battery 30 for convenience of understanding, but is not limited thereto, and the battery sensing controller 30a ) may be configured in the main control unit 1.

The first sub communication interface protocol 12 includes basic SW code and version information of the first sub control unit 2a, input type power limit information, charging operation information, connector connection state, temperature and efficiency information, charging It includes information about the state, and information about the remaining charging time and driving distance.

As an example of a message format transmitted in the first sub communication interface protocol 12 and/or the second sub communication interface protocol 12', it may be defined as shown in FIGS. 3A and 3B. In other words, a message transmitted from the onboard controller 2a, which is the first sub-controller 2a, through the second sub-communication interface 12 is a charger code, as defined by OBC1 in the tables of FIGS. 3A to 3B. Outputs information about (CR_OBC_Code), CAN protocol version (CR_OBC_CanVer), OBC SW version (CF_OBC_SwVer), charger input type (CR_OBC_MainType), vehicle IG power ON/OFF status (CR_OBC_IGStat), and charger power limit (CF_OBC_PwrLmt). .

In addition, the messages provided by the first sub-communication interface protocol 12 include, like OBC2, a control board preparation command (CF_OBC_Rdy), a setting when a failure situation other than an onboard charger failure occurs (CF_OBC_Wrn), and a setting when a failure situation occurs on the onboard charger (CF_OBC_Flt), charging mode (CF_OBC_CharMode), charging connector connection status (CF_OBC_Connection), charging completion (CF_OBC_ChgFinished), charging ready status notification (CF_OBC_powEnaStat), charger error code (CR_OBC_FltCode), charger internal temperature (CR_OBC_Temp), charger efficiency ( CR_OBC_Effi), maximum chargeable power value (CR_OBC_Maxpwr_W), maximum chargeable current value (CR_OBC_MaxCur_A), and maximum chargeable voltage value (CR_OBC_MaxVolt_V), so that the on-board charger 2 can respond in an abnormal state.

In addition, as shown in FIG. 3A as OBC3, in the first sub communication interface protocol 12, the device controlled by the first sub control unit 2a, for example, the input current (CR_Main_Cur) and the input voltage of the on-board charger 2 Sends messages about (CR_Main_Volt), output current (CR_Out_Cur), and output voltage (CR_Out_Volt).

And, as shown by OBC4 in FIG. 3B, the remaining charging time (CR_OBC_CHRTIME) and driving distance are displayed in the vehicle cluster 60 in the first sub communication interface protocol 12. Transmits information on available distance (CR_OBC_DISTANCE). The vehicle cluster 60 displays the remaining charge time from the present to full charge (CR_OBC_CHRTIME) and the maximum chargeable distance (CR_OBC_DISTANCE) from the current state of charge, thereby increasing user convenience. An example of the vehicle cluster 60 may be a display provided inside a vehicle.

Similarly, between the main control unit 1 and the third sub-control unit 5a embedded in the separate charger 5, protocols necessary for mutual communication are stored in advance so that the main control unit 1 and the separate charger 5 can communicate with each other. to enable communication for control.

The separate charger 5 has a third sub-controller 5a inside to convert DC power supplied from the outside into voltage and current to charge the high voltage battery 30, and the separate charger ( 5), the second sub communication interface 10' is set between the main control unit 1 and the third sub control unit 5a, and the second sub communication interface 10 A first main communication interface protocol 11' and a third sub communication interface protocol 12' constituting ') may be defined. In addition, when charging starts, the remaining charging time and the maximum driving distance may be displayed on the display means 6.

Meanwhile, the first sub-communication interface 20 used for communication between the first sub-controller 2a and the second sub-controller 40a is as follows.

As shown in FIG. 1, the second main communication interface protocol 21 for controlling the second sub-controller 40a from the first sub-controller 2a includes an LDC output voltage command (CR_OBC_LDC_Vol_V) and an LDC operation control signal. (CF_OBC_LDC_Inh). The first sub-control unit 2a determines based on the collected information on the LDC 40, and determines whether the LDC 40 receives an electric load provided as an electric component from the LDC 40 (see 51 in FIG. 9). ) and commands the second sub-controller 40a to control the operation of the LDC 40 and the voltage to be output.

At this time, the first sub-controller 2a transfers the information of the LDC 40, that is, the actually measured LDC output voltage (CR_LDC_OBC_Vol_V), LDC output current (CR_LDC_OBC_Cur_A), and LDC temperature (CR_LDC_Temp) to the second sub-controller 40a. By providing as , information for the first sub controller 2a to control the LDC 40, that is, the first sub communication interface 20 is provided. The first sub communication interface 20 includes a second main communication interface protocol 21 for communication with the first sub control unit 2a and a second sub communication interface protocol 22 for communication with the second sub control unit 40a. this is defined

In addition, the second main communication interface protocol 21 provided from the second sub-controller 40a to the first sub-controller 2a may include an error code (CF_LDC_FaultForOBC) storing an error status when an LDC failure occurs. .

As described above, by providing the first sub communication interface 20 so that the onboard charger 2 and the LDC 40 communicate with each other in the main communication interface 10 for charging the basic high voltage battery 30, the LDC When the load of (40) is small, that is, when there is no electric load (51), the charging time can be shortened by concentrating the charging on the high voltage battery (30).

In addition, when an electric load is generated by the operation of electric components even during charging of the high voltage battery 30, the on-board charger 2 supplies power not only to the high voltage battery 30 but also to the LDC 40, so that the electric load ( 51), charging efficiency can be improved by supplying power without passing through the high voltage battery 30.

The format and each definition of data transmitted/received on the first main communication interface 10 and the sub communication interfaces 10' and 20 are mutually confirmed by the main control unit 1, the first sub control unit 2a, It is stored in the third sub-controller 5a and the second sub-controller 40a, and when data is transmitted from either one, the receiving side reads it using a pre-stored protocol.

That is, the first main communication interface protocol 11 and the first sub communication interface protocol 12 are embedded in the main control unit 1 and the first sub control unit 2a, respectively, and the third main communication interface protocol 11' ) and the third sub-communication interface protocol 12' are embedded in the first sub-controller 2a and the second sub-controller 40a, respectively.

In addition, the second main communication interface protocol 21 and the second sub communication interface protocol 22 are embedded in the first sub control unit 2a and the second sub control unit 40a, respectively.

In this state, for example, when the main controller 1 transmits data to the first sub-controller 2a, the first main communication interface protocol 11 is applied to the main controller 1 as well as the first sub-controller 2a. ), so that the data transmitted by the main control unit 1 can be read by the first sub control unit 2a.

Meanwhile, a protocol necessary for mutual communication is stored in advance between the main controller 1 and the third sub-controller 5a embedded in the separate charger 5, so that the main controller 1 and the separate charger 5 can communicate with each other. can enable communication for control. Similarly to the above, the second sub communication interface 10' is established between the main control unit 1 and the third sub control unit 5a, and the third main communication interface constituting the second sub communication interface 10' A protocol 11' and a third sub communication interface protocol 12' may be defined.

In addition, in OBC7 of FIG. 3B, a high voltage battery cell state abnormality (CR_OBC_C_abnormal) indicating whether the battery state is abnormal using the high voltage battery cell minimum value (CR_BMS_HV_C_min) and the high voltage battery cell maximum value (CR_MBS_HV_C_max) defined in BMS3 of FIG. 2 , high voltage battery cell deviation (CR_OBC_C_Diff), etc. are defined.

In addition, a protocol required for mutual communication is stored in advance between the cluster controller 60a of the vehicle cluster 60 and the first sub-controller 2a of the onboard charger 2, so that the vehicle cluster 60 and the onboard charger ( 2) It is possible to enable communication for control between them. Similarly to the above, the cluster communication interface 61 is established between the first sub-controller 2a and the cluster controller 60a, and the fifth main communication interface protocol 61-1 constituting the cluster communication interface 61 and a fifth sub communication interface protocol 61'-1.

To this end, in OBC8 of FIG. 3B, in order to classify and inform the operation area according to the SOC state information of the main control unit 1 that manages and controls the battery, a high-speed driving possible state (CF_OBC_Hdrive), an intermediate driving possible state (CF_OBC_Ndrive), and a low-speed A driveable state (CF_OBC_Ldrive), a battery charging required state (CF_OBC_Notice_Char), etc. are defined.

Here, the high-speed driving possible state (CF_OBC_Hdrive) means that the SOC (State Of Charge) is 90 - 60% and it is possible to drive at 80 km/h, and the medium driving possible state (CF_OBC_Ndrive) means that the SOC is 60 - 40% and the driving speed is 40-50 km. /h means that it is possible to drive, the low-speed driving state (CF_OBC_Ldrive) means that the SOC is 20 - 30% and it is possible to drive at 20-30km/h, and the battery charge request state (CF_OBC_Notice_Char) means that the SOC is 15% and it is 20km/h It means that it is possible to operate below /h.

To elaborate, it is as follows.

CF_OBC_Hdrive: Indicates that high-speed operation is possible (indicates that high-speed operation is possible through monitoring SOC status and battery voltage status when driving on a highway, so it is necessary to provide information that can give users a sense of stability)

CF_OBC_Ndrive: Indicates the state of being able to drive in the middle (when driving on city roads, it is necessary to provide information that it is possible to proceed in normal driving conditions)

*

*

*

*CF_OBC_Ldrive: Indicates the need for low-speed driving, provides user recognition with low battery (low SOC = 20-30%)

CF_OBC_Notice_Char: Battery charging required status, providing status information that vehicle charging is required through the vehicle cluster

In addition, it is possible to classify sections according to state values (CF_OBC_Hdrive) for each SOC state. For example, 1-high speed operation, 2-intermediate operation area can be changed.

In addition, although the cluster communication interface 61 is illustrated as being configured between the vehicle cluster 60 and the on-board charger 2 in FIG. 1, it is not limited thereto, and the cluster communication interface 61 is connected to the vehicle cluster 60. And it may be configured between the separate charger (5). Of course, the cluster communication interface 61 can communicate with the third sub-controller 5a of the separate charger 5 through the first sub-controller 2a of the on-board charger 2 .

In other words, protocols necessary for mutual communication are stored in advance between the navigation control unit 90a of the navigation 90 and the first sub-controller 2a of the on-board charger 2, so that the navigation 90 and the on-board charger 2 ) can enable communication for control between them.

To this end, a navigation communication interface 91 is set between the navigation 90 and the onboard charger 2, and the main navigation communication interface protocol 91-1 constituting the navigation communication interface 91 and the sub navigation communication The interface protocol 91'-1 is defined.

For the definition of this protocol, CF_OBC_Navi_Hstate, CF_OBC_Navi_Mstate, CF_OBC_Navi_Lstate, CF_OBC_Distance_H, CF_OBC_Distance_M, CF_OBC_Distance_L, etc. are defined in OBC9 of FIG.

To elaborate, display and/or alarm of the location of a charging station in a short distance is provided by defining state information for each SOC state and each driving distance.

Here's an easy-to-understand explanation:

CF_OBC_Navi_Hstate: Outputs navigation alarm by providing information about 90% of high voltage battery SOC status. For example, navigation alarm: "The battery is fully charged."

CF_OBC_Navi_Mstate: Outputs navigation alarm and/or display by providing information about the high voltage battery SOC status at 50%. For example, navigation alarm: “Battery charge level is medium. Display nearby charging station information.” and/or navigation display: display on a charging station information screen within a 20 km radius.

CF_OBC_Navi_Lstate: Outputs navigation alarm and/or display by providing information on the high voltage battery SOC status of 20%. For example, navigation alarm: “Battery needs recharging. Display nearby charging station information.” and/or Display navigation: display information on charging stations within 5km of the surrounding area.

CF_OBC_Distance_H: Outputs navigation alarm by providing driving distance status information at 90% of high voltage battery SOC. For example, navigation alarm: "The driving distance is the maximum distance xxkm".

CF_OBC_Distance_M: Displays navigation alarm and/or display by providing driving distance status information at 50% of high voltage battery SOC. For example, navigation alarm: “Drivable distance is up to 60km. Display nearby charging station information.” and/or navigation display: display on a charging station information screen within a 20 km radius.

CF_OBC_Distance_L : Outputs navigation alarm and/or display by providing driving distance status information at 20% of high voltage battery SOC. For example, navigation alarm: “The maximum driving distance is 20 km.” “Please check the nearby charging station and charge it.” and/or navigation display: display on a charging station information screen within a 5 km radius.

Hereinafter, a charging process will be described using the bars shown in FIGS. 4 to 9 .

4 shows a control flow chart in the process of starting charging.

When the connector (200a in FIG. 9) of the external power source (200 in FIG. 9) is connected to the connector (2d in FIG. 9) of the electric vehicle (see 100 in FIG. 9) for charging, the main controller 1 and the first The sub-controllers 2a communicate with each other to perform basic information for charging.

That is, the main controller 1 transmits the electric vehicle BMS code (CR_BMS_VehicleCode) and the BMS SW version to the first sub-controller 2a, and the first sub-controller 2a also transmits the charger code (CR_OBC_Code) and the charger SW version. It is transmitted to the main controller 1.

When the main controller 1 and the first sub-controller 2a confirm initial information, the main controller 1 transmits a charge preparation command (CF_BMS_RdyforOBC) to the first sub-controller 2a, and the main relay 70 ) and check its status (CF_BMS_MainRlyOnStatForOBC).

The on-board charger 2 checks whether or not there is an abnormality in the charger, and if there is no abnormality, it notifies the main control unit 1 that it is ready to charge (CF_OBC_Rdy). 40a) commands the output voltage command (CR_OBC_LDC_Vol_V) of the LDC 40 and the LDC operation control signal (CF_OBC_LDC_Inh) to operate the LDC.

The main controller 1 transmits a charging current value (CR_BMS_OBCCmdCur_A) and a charging voltage value (CR_BMS_OBCCmdVolt_V), and the first sub controller 2a starts charging according to a predetermined charging mode.

At this time, the first sub-controller 2a transmits the remaining charge time (CR_OBC_CHRTIME) required from the current SOC of the high voltage battery 30 to full charge and the maximum driving distance (CR_OBC_DISTANCE) from the current state of charge. do.

At the same time, the second sub controller 40a controls the state of the LDC 40 according to the operation of the LDC 40, that is, the LDC output voltage (CR_LDC_OBC_Vol_V), the LDC output current (CR_LDC_OBC_Cur_A), the LDC internal temperature (CR_LDC_Temp), and the LDC An error code (CF_LDC_FaultForOBC) is transmitted to the first sub-controller 2a.

When charging starts as described above, the second sub-controller 40a continuously provides the state of the LDC 40 to the first sub-controller 2a so that the LDC 40 can be controlled. Accordingly, charging is started according to the control flow chart shown in FIG. 4 .

On the other hand, FIG. 5 shows a control flow chart in which charging is stopped after charging is completed by the BMS 1 in a state in which charging is completed, and FIG. 6 shows a control flowchart in a state in which charging is stopped by a user's request.

A process of stopping after charging is completed with reference to FIG. 5 will be described as follows.

The main control unit 1 monitors the SOC of the high voltage battery 30 and transmits a charge complete state (CF_BMS_OBCChgFinishedForOBC) to the first sub control unit 2a when the SOC reaches the maximum and the charging is to be terminated. In addition, the main controller 1 transmits the current and voltage of the high voltage battery 30 together.

The first sub-controller 2a once maintains a charging ready state (CF_OBC_powEnaStat), but the main control unit 1 blocks the main relay (70 in FIG. 11), and a message indicating that the main relay 70 is blocked (CF_BMS_MainRlyOnStatForOBC) is transmitted.

Thereafter, the first sub-controller 2a terminates charging (CF_OBC_ChgFinished) and converts the charging mode to a non-charging mode, thereby completing charging.

On the other hand, the first sub-controller 2a also sends the LDC output voltage command (CR_OBC_LDC_Vol_V) and the LDC operation control signal (CF_OBC_LDC_Inh) to be output from the LDC 40 according to the end of charging to the second sub-controller 40a, if necessary. Accordingly, the LDC output voltage command (CR_OBC_LDC_Vol_V) and the LDC operation control signal (CF_OBC_LDC_Inh) may be controlled so that the LDC 40 does not operate.

Meanwhile, as shown in FIG. 6, since the process of stopping charging by the user interrupt is terminated by the user interrupt regardless of the state of the high voltage battery 30 being charged, the charging completion process according to the full charge described above and In comparison, the process of transmitting the current SOC, current, and voltage of the high voltage battery 30 from the main control unit 1 to the first sub-control unit 2a is omitted, and the rest of the process proceeds in the same way.

7 is a control flowchart showing a charging process according to an electric vehicle power supply (EVSE) communication interface protocol according to an embodiment of the present invention. Referring to FIG. 7 , an electric vehicle power supply communication interface (not shown) is configured between an electric vehicle power supply equipment (EVSE) 210 and the first sub-controller 2a.

In general, the configuration of an electric vehicle power supply (EVSE) is divided into four types. Each component includes a communication unit (not shown) for communication with the electric vehicle and smart grid, a metering unit (not shown) for billing through metering of the amount of electricity used, a charging control unit for charging strategy execution and charging management, and charging It is divided into a monitoring unit (not shown) for checking status information.

When the battery vehicle power supply 210 sends CP (CONTROL PILOT) and PD (PROXIMITY DETECTION) signals using the electric vehicle power supply communication interface, the first sub-controller 2a sends EVSE to the main controller 1 Signals such as input frequency (CR_OBC_CPFreq), EVSE input frequency duty (CR_OBC_CPDuty), vehicle coupler voltage check (CR_OBC_PDVol), vehicle coupler connection check (CR_OBC_PDCheck), vehicle coupler S3 switch status check (CR_OBC_PDS3Check), EVSE output current command (CR_CP_Cur), etc. send

Here, CP (Control pilot) generates a frequency of 1 kHz to limit the charging current for each duty.

PD (Proximity Detection): Proximity detection function, checks the normal connection of the coupler.

CR_OBC_CPFreq: 1kHz frequency input information, check if a normal PWM (Pulse Width Modulation) input signal is received. (970~1030Hz)

CR_OBC_CPDuty: Generate current limit information according to duty information.

CR_OBC_PDVol: Delivery of input voltage information according to coupler connection status.

CR_OBC_PDCheck: Final proximity detection check signal.

CR_OBC_PDS3Check: Check the state of the switch inside the coupler to prevent arcing.

CR_CP_Cur: Indicates the final current limit information. (See Table 1 below)

For example, a duty of 30% results in a current limit of 18A (maximum charging current).

duty Current limit command (maximum charging current) note less than 3% not charging More than 3% - less than 7% Can communicate More than 7% - less than 8% not charging More than 8% - less than 10% 6A More than 10% - less than 85% Allowable Current = Duty *0.6 More than 85% - less than 96% Allowable Current = (Duty - 64)*2.5 More than 96% - less than 97% 80A 97% or more not charging

These parameters shown in FIG. 7 are represented in OBC6 in FIG. 3, and this electric vehicle power supply (EVSE) communication interface is an interface between a vehicle and an electric vehicle power supply (EVSE) as a data definition for SAE J1172 standardized information. By defining the information, the charging operation of AC LEVEL1 and LEVEL2 is performed using the information on the connection state of the coupler and the EVSE charging command. The contact interfaces of the charging coupler specified in the SAE J1772 document are ), device grounding, control pilot (CONTROL PILOT), and proximity detection (PROXIMITY DETECTION). Therefore, the control pilot performs functions such as checking the connection between the vehicle and the power supply and determining power supply/cutoff according to the vehicle condition, and adjusting the duty cycle of the control pilot to control the power supply (EVSE) It also performs a function of transmitting the maximum current value that can be supplied to the vehicle. FIG. 8 is a control flowchart showing a process of performing charging termination when a battery is abnormal according to an embodiment of the present invention. Referring to FIG. 8 , when the main control unit 1 sends state monitoring information (CR_BMS_HV_C_min, CR_BMS_HV_C_max) to the sub control unit 2a, the sub control unit 2a uses the status monitoring information to use the high voltage battery of the current high voltage battery 30. Cell abnormality (CR_OBC_C_abnormal) and deviation (CR_OBC_C_Diff) information is transmitted to the main controller 1, and charging end (CF_OBC_ChgFinished) is transmitted to the main controller 1. Alternatively, when the charge termination (CF_OBC_ChgFinished) is received along with the deviation information (CR_OBC_C_abnormal, CR_OBC_C_Diff), the high voltage battery 30 turns off the switching means (for example, a relay element) between the charger and the high voltage battery 30. The high voltage relay on/off state (CF_BMS_MainRlyOnStatForOBC) is sent to the sub control unit 2a during charging to stop the operation of.

9 is a control flowchart illustrating a process of displaying a driving possible state to a driver according to an embodiment of the present invention. Referring to FIG. 9 , the sub-controller 2a monitors the SOC (State Of Charge) state of the high voltage battery 30 and provides state information for distinguishing areas in which the driver can drive through the state monitoring information. .

For example, if the state of charge (SOC) is 90 - 60%, a high-speed operation possible state (CF_OBC_Hdrive) indicating that driving at 80 km/h is possible is provided to the cluster controller 60a.

In addition, when the SOC is 60 - 40%, an intermediate driving possible state (CF_OBC_Ndrive) indicating that driving is possible at 40-50 km/h is provided to the cluster controller 60a.

In addition, if the SOC is 20-30%, a low-speed driving possible state (CF_OBC_Ldrive) indicating that driving is possible at 20-30 km/h is provided to the cluster controller 60a.

In addition, when the SOC is 15%, a battery charging request state (CF_OBC_Notice_Char) indicating that driving at 20 km/h or less is possible is provided to the cluster controller 60a.

10 is a control flowchart showing a process for state sharing information with navigation according to an embodiment of the present invention. To elaborate, it is a control flowchart showing a process of displaying the state of the battery and driving range for providing charging station information through state sharing information with a navigation system. Referring to FIG. 10 , the sub-controller 2a monitors the state of charge (SOC) of the high voltage battery 30, and uses the state monitoring information to define state information for each SOC state and driving distance. Accordingly, the navigation control unit 90a displays a location of a charging station near the vehicle and/or outputs an alarm signal on the navigation device (90 in FIG. 1) so that the driver recognizes it.

To elaborate, for example, if the SOC (State Of Charge) is 90%, the sub control unit 2a provides a high SOC state (CF_OBC_Navi_Hstate) to the navigation controller 90a.

Also, if the SOC (State Of Charge) is 50%, the sub control unit 2a provides the medium SOC status (CF_OBC_Navi_Mstate) to the navigation controller 90a.

Also, if the SOC (State Of Charge) is 20%, the sub controller 2a provides a low SOC state (CF_OBC_Navi_Lstate) to the navigation controller 90a.

In addition, when the SOC is 90%, the maximum driving distance state (CF_OBC_Distance_H) is provided to the navigation controller 90a.

In addition, when the SOC is 50%, an intermediate driving distance state (CF_OBC_Distance_M) is provided to the navigation controller 90a.

In addition, if the SOC is 20%, the caution driving distance state (CF_OBC_Distance_L) is provided to the navigation controller 90a.

Meanwhile, FIG. 11 is a block diagram illustrating an electric vehicle equipped with a communication interface system for state sharing information with a navigation system according to an embodiment of the present invention. Referring to FIG. 11, an electric vehicle 100 equipped with a communication interface system according to the present invention includes a high voltage battery 30, a main control unit 1 controlling charging of the high voltage battery 30, and an external An onboard charger 2 connected to an AC power source through an AC connector 200a, converting the AC power into the high voltage battery 30 to be charged, and having a first sub-controller 2a embedded therein, and the onboard charger 2 ) and an LDC (40) that converts the power of the high voltage battery (30) to DC/DC to the electrical load (51) of the electric vehicle.

As described above, in the communication interface system, the main control unit 1 and the on-board controller 2a built in the on-board charger 2 communicate with each other and the on-board controller 2a and the inverter 40 communicate with each other. , The message necessary for charging the high voltage battery 30 and controlling the LDC 40 is transmitted and received, and since the detailed description has been described above, it will be omitted.

The high voltage battery 30 is charged by the on-board charger 2 or the separate charger 5 and supplies power to the drive motor 41 through the inverter 40 . In addition, power is supplied to the electrical load 51 through the LDC 40 . To this end, an LDC control unit 40a is configured inside the LDC 40.

The onboard charger 2 converts domestic AC power supplied from the used power 200 and/or Electric Vehicle Supply Equipment (EVSE) 210 into DC and supplies it to the high voltage battery 30. To do this, it is connected to an external AC power source 200 through connectors 2d and 200a. To this end, the EVSE control unit 210a is configured.

In general, in order to charge the driving batteries of electric vehicles (EVs) and plug-in hybrid vehicles (PHEVs), an electric vehicle power supply equipment (EVSE) connected to the distribution system must be used, and the electric vehicle power supply and Charging interface parts (not shown) such as a charging connector and an inlet are configured between the electric vehicles.

On the other hand, in the on-board charger 2 receiving normal household power, the on-board power unit 2b converts the power to be suitable for charging the high-voltage battery 30 and supplies it to the high-voltage battery 30 . The onboard charger 2 exchanges messages with the main control unit 1 through the main communication interface 10 so that the onboard charger 2 charges the high voltage battery 30 .

The inverter 40 communicates with the on-board charger 2 through the first sub-communication interface 20 and is installed so that part of the operation of the inverter 40 is controlled by the on-board charger 2 . A second sub-controller 40a for controlling the operation of the inverter 40 is embedded inside the inverter 40 to operate the inverter 40 based on control information received through the first sub-communication interface 20. Control.

In addition, in the electric vehicle 100 of the present invention, a switching means 70 capable of cutting off power is provided between the on-board charger 2 and the high voltage battery 30, so that the main control unit 1 uses the switching means By directly controlling 70, the onboard charger 2 and the high voltage battery 30 can be connected or disconnected as needed. Here, the switching unit 70 may be a relay circuit element or the like.

On the other hand, since the electric vehicle 100 can be charged through the separate charger 5, the high voltage battery 30 is connected through the connector 80 (5c) for connection of the separate charger 5, , In the separate charger 5, it is charged by the DC power supplied. A third sub-controller 5a for controlling the separate type charger 5 and a separate type power unit (not shown) for converting voltage and current of DC power may be included.

In addition, the electric vehicle 100 includes a navigation 90. In this navigation 90, a navigation control unit 90a is configured and communicates with the on-board charger 2. To elaborate, the location of the charging station is displayed and/or an alarm signal is provided to the driver by defining state information for each SOC state of the high-voltage battery and each driving distance. Therefore, it is possible to provide a stable driving environment and present a safe driving area with alarm information that can be recognized for each state.

1: Main control unit 2: Mounted charger
5 : Detached charger
6: display means 10: main communication interface
10': second sub communication interface
11: first main communication interface protocol
12: first sub communication interface protocol
11': third main communication interface protocol
12': third sub communication interface protocol
13: high voltage battery communication interface
13-1: 4th main communication interface protocol
13'-1: 4th sub communication interface protocol
20: first sub communication interface
21: second main communication interface protocol
22: second sub communication interface protocol
30: high voltage battery 30a: battery sensing control unit
40: inverter 41: drive motor 40: LDC 40a: LDC control unit
51: electrical load 60: vehicle cluster
60a: cluster controller 61: cluster communication interface
61-1: Fifth main communication interface protocol
61'-1: 5th sub communication interface protocol
70: switching means 80: connector
90: navigation
90a: navigation control unit
91: navigation communication interface
91-1: Main navigation communication interface protocol
91'-1: sub-navigation communication interface protocol
200: external power 200a: connector
210: Electric Vehicle Supply Equipment (EVSE)
210a: EVSE control unit

Claims (9)

high voltage battery;
a charger for charging the high voltage battery with power supplied from the electric vehicle power supply according to the duty ratio of the control pilot received from the electric vehicle power supply (EVSE); and
Including a main control unit for controlling the charging operation of the charger,
Information exchanged between the high voltage battery charger and the main control unit includes:
Charger code, protocol version, charging connector connection status, information related to constant voltage or constant current value according to charging mode, minimum voltage value of high-voltage battery cell, maximum voltage value of high-voltage battery cell, remaining charging time, and charging stop by user interrupt contains information;
The main control unit,
A state abnormality of a high voltage battery cell is defined using a minimum voltage value of the high voltage battery cell and a maximum voltage value of the high voltage battery cell among the exchanged information;
The duty ratio of the control pilot is
and defining at least two duty ratio intervals for indicating allowable current of the high voltage battery within a duty ratio of 100%. In paragraph 1,
The allowable current is,
An electric vehicle comprising an allowable current defining a duty ratio of 10% or more to less than 85% and an allowable current defining a duty ratio of more than 85% to less than 96%. In paragraph 2,
The allowable current defining the duty ratio of 10% or more to less than 85% is (10% or more to less than 85%) * 0.6,
The allowable current defining the duty ratio of greater than 85% to less than 96% is [(85% to less than 96%) -64] * 2.5. In paragraph 1,
The duty ratio of the control pilot is
The electric vehicle further defining at least three duty ratio intervals for stopping charging of the high voltage battery within a duty ratio of 100%. In paragraph 4,
The at least three duty ratio intervals,
An electric vehicle comprising a duty ratio of less than 3%, a duty ratio of greater than 7% to less than 8%, and a duty ratio of 97% or more. In paragraph 1,
The control unit,
A state abnormality of the high-voltage battery cell is defined using a high-voltage battery cell deviation. In paragraph 1,
The exchanged information is
An electric vehicle that further includes information related to setting when a failure situation other than a charger failure occurs. In paragraph 1,
The electric vehicle, wherein the charger is an on-board charger mounted in the vehicle or a separate charger installed outside the vehicle. In paragraph 1,
The exchanged information is
An electric vehicle that further includes information related to a maximum chargeable voltage value, a maximum chargeable current value, a chargeable readiness state, an output terminal current of the charger, an output terminal voltage of the charger, and an internal temperature of the battery.