KR20170098002A - Charging apparatus for electric vehicle and communication method of the same - Google Patents

Abstract

The present invention provides an apparatus to charge an electric vehicle (EV), capable of being applied regardless of a type of an EV, electric vehicle supply equipment (EVSE), and a cable connecting the EV and the EVSE; and a communication method thereof. According to an embodiment of the present invention, the apparatus comprises: a transmission unit using power line communication (PLC) to transmit a signal to the EVSE; a reception unit using the PLC to receive a difference between a preset signal intensity and a signal intensity inputted to the EVSE from the EVSE; and a PLC control unit calculating a difference between the preset signal intensity and a signal intensity outputted from the EV, using a first value, which is the difference between the preset signal intensity and the signal intensity outputted from the EV, and a second value, which is the difference between the preset signal intensity and the signal intensity inputted to the EVSE, to calculate a compensation gain about signal attenuation between the EV and the EVSE. The transmission and reception units apply the compensation gain to communicate with the EVSE.

Description

TECHNICAL FIELD [0001] The present invention relates to a charging device for an electric vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle, and more particularly, to an electric vehicle charging apparatus and a communication method thereof.

Eco-friendly vehicles such as Electric Vehicle (EV) or Plug-In Hybrid Electric Vehicle (PHEV) use electric vehicle supply equipment (EVSE) installed at the charging station for battery charging .

At this time, EVSE and EV can perform PLC (Power Line Communication). EVSE and EV can provide upper layer applications such as charging through PLC.

However, signal attenuation may occur during EVSE and EV PLC execution. To compensate for this attenuation, each of the PLC node of the EVSE and the PLC node of the EV may include an amplifier. The gain of this amplifier must be fixed in advance in the design of the amplifier. However, the degree of signal attenuation may vary depending on the type of EVSE, the type of EV, and the type of cable connecting EVSE and EV. Accordingly, when an amplifier having a fixed gain is used, there is a problem that it is difficult to accurately correct the attenuation of the signal.

SUMMARY OF THE INVENTION The present invention provides a charging device for an electric vehicle and a communication method therefor.

A communication method of a charging apparatus for an electric vehicle according to an embodiment of the present invention includes the steps of transmitting a signal to an EVSE (Electric Vehicle Supply Equipment) using PLC (Power Line Communication), outputting a predetermined signal intensity and output Receiving a second value that is a difference between the predetermined signal strength and the signal strength input to the EVSE from the EVSE, and calculating a difference between the first value and the second value Calculating a compensation gain for signal attenuation between the EV and the EVSE, and communicating with the EVSE by applying the compensation gain.

A charging device for an electric vehicle according to an embodiment of the present invention includes a transmitter for transmitting a signal to an EVSE (Electric Vehicle Supply Equipment) using PLC (Power Line Communication) A receiver for receiving a difference between signal intensities input to the EVSE, a difference between the predetermined signal intensity and a signal intensity output from the electric vehicle, and calculating a difference between the predetermined signal intensity and a signal intensity output from the electric vehicle And a PLC controller for calculating a compensation gain for signal attenuation between the EV and the EVSE using a difference between a first value and a second value that is a difference between the predetermined signal intensity and a signal intensity input to the EVSE, The transmitter and the receiver communicate with the EVSE applying the compensation gain.

According to the embodiment of the present invention, it is possible to compensate the attenuation of the signal occurring during the execution of the PLC between the EV and the EVSE. In particular, since the gain for compensating attenuation can be dynamically applied, it can be applied regardless of the type of EV, the type of EVSE, and the type of cable connecting EV and EVSE.

1 is a block diagram illustrating 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.
Figure 5 illustrates a charging cable for connection between an EV and an EVSE.
Fig. 6 shows an example of a basic interface type 1 for a single phase, and Fig. 7 shows an example of a basic interface type 2 for a three-phase.
8 shows a charging system of an electric vehicle including a PLC node.
9 is a block diagram of a charging system for an electric vehicle including a PLC node.
10 is a diagram showing a connection relationship between an EV and an EVSE communicating using a PLC node.
11 is a flowchart showing a method of linking a PLC of an EV including a PLC node.
12 is a flowchart specifically illustrating a validation process in the process of FIG.
13 is a flowchart showing a signal attenuation compensation method of an electric vehicle charging apparatus according to an embodiment of the present invention.
FIG. 14 shows an example in which the signal attenuation compensation method of an electric vehicle according to an embodiment of the present invention is applied.

The present invention is capable of various modifications and various embodiments, and specific embodiments are illustrated and described in the drawings. It should be understood, however, that the invention is not intended to be limited to the particular embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

The terms including ordinal, such as second, first, etc., may be used to describe various elements, but the elements are not limited to these terms. The terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, the second component may be referred to as a first component, and similarly, the first component may also be referred to as a second component. And / or < / RTI > includes any combination of a plurality of related listed items or any of a plurality of related listed items.

It is to be 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, . On the other hand, when an element is referred to as being "directly connected" or "directly connected" to another element, it should be understood that there are no other elements in between.

The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In the present application, the terms "comprises" or "having" and the like are used to specify that there is a feature, a number, a step, an operation, an element, a component or a combination thereof described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

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 this invention belongs. Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the contextual meaning of the related art and are to be interpreted as either ideal or overly formal in the sense of the present application Do not.

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings, wherein like or corresponding elements are denoted by the same reference numerals, and redundant description thereof will be omitted.

1 is a block diagram illustrating 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. For this purpose, a charging cable connected to the EVSE 20 may be connected to the inlet of the EV 10. Here, the EVSE 20 is a facility for supplying AC or DC, and may be disposed in a charging station, placed in a home, or portable. In this specification, the EVSE 20 can be mixed with a supply, an AC supply, a DC supply, a socket-outlet, and the like.

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

The charging mode for charging the EV 10 can be classified into various types according to the connection method between the EVSE 20 and the EV 10. [ For example, an electrical impulse between mode 1, EV (10) and a part of a plug or in-cable control box that connects the EV (10) to the AC supply network using a standardized socket- Mode 2, which connects the EV 10 and the AC supply network using the protection system and the CP (Control Pilot) function, and the EV 10 by using the dedicated EVSE (dedicated EVSE) Mode 3, which permanently connects the AC supply network to the EV (10), and a DC EV charging station (eg, off-board charger) in which the CP function extends to the DC EV charging station. . ≪ / RTI >

On the other hand, the EV 10 and the EVSE 20 can be connected in various ways. Figs. 2 to 4 are views illustrating a connection method between the EV 10 and the EVSE 20. Fig.

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

3, the EV 10 and the EVSE 20 are connected using a detachable charging cable 50, and the charging cable 50 is connected to the vehicle side connector 52 and the EVSE side plug 54 , I.e., a socket-outlet side or a charging-station-side connector 54 fixed to the wall.

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

The use environment may vary depending on a charging mode for charging the EV 10 thus classified. 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 phases and uses standardized single or three phase socket outlets. Mode 3 is used to connect the EV through 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 the mode 2, the mode 3, and the mode 4, there is a condition required between the EVSE 20 or the EVSE 20 and the EV 10.

First, the electrical continuity of the protective conductor (PE conductor) is detected. During charging in mode 2, mode 3 and mode 4, the electrical continuity of the PE conductor must be continuously monitored by the EVSE. In the absence of electrical continuity of the PE conductor, the EVSE 20 must be switched off.

Next, it is to verify that the vehicle is properly connected. The EVSE 20 can determine whether the connector is properly inserted into the chan fill port and properly connected to the EVSE 20.

Next, continuous protective earth continuity checking is continuously performed. The continuity of the equipment grounding between the EVSE 20 and the vehicle must be continuously verified.

Next, an energization of the power supply to the vehicle is provided. If the pilot function between EVSE 20 and EV 10 is not correctly set to a single state that allows power supply, the power supply of the system will not be performed.

Next, de-energization of the power supply to the vehicle. If the pilot function is interrupted or the pilot wire single state no longer allows the power supply, the power supply to the vehicle cable will be cut off, but the control circuit will still have power.

On the other hand, in mode 1, mode 2 and mode 3, digital communication is selectively possible. In Mode 4, digital information exchange can be performed to control the off-board charger, except for the dedicated off-board charger, by the vehicle.

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

Next, the interface for the connection between EV and EVSE is described. Figure 5 illustrates a charging cable for connection between an EV and an EVSE. The connector 52 of the charging cable 50 is connected to the inlet of the vehicle 10 and the plug 54 of the charging cable 50 can be connected to the charger side 20, for example a socket-outlet.

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

In order to connect the EV 10 and the EVSE 20, a ground connection must first be made, 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 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 in each mode in accordance with Table 1.

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

The preferred current rate for the single phase interface is 250V 32A and the preferred current rate for the three phase interface is 480V 32A. Typical vehicle inlets can be designed to be interchangeable for single-phase and three-phase interfaces. Table 2 shows the standard physical configurations of contact positions for single-phase and three-phase.

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

a. The contact number does not indicate a specific position.

b. It shows the normal 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 example, in some countries it is 10A or generally 16A for single phase use.

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

d. In some countries, this contact may be phase-connected to obtain the required voltage.

e. The contact used for the proximity function may perform other functions.

f. Neutral wires may be omitted for load balancing.

g. Higher current rates can be tolerated in certain designs.

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

The interface may further include a contact for a control pilot (CP) and proximity detection (PD).

Meanwhile, according to the embodiment of the present invention, the EV and EVSE can communicate using PLC (Power Line Communication).

FIG. 8 is a block diagram of a charging system of an electric vehicle including a PLC node, FIG. 10 is a diagram illustrating a connection relationship between an EV and an EVSE communicating using a PLC node Fig.

Referring to FIG. 8, a charging apparatus 100 of an electric vehicle (EV) 10 may be charged from an electric vehicle supply equipment (EVSE) 20. To this end, a charging cable 50 connected to the EVSE 20 may be connected to the inlet of the EV 10.

On the other hand, the EV 10 and the EVSE 20 may each include a PLC node. The PLC node of the EV 10 and the PLC node of the EVSE 20 can communicate through the charging cable 50. [

9 to 10, the charging apparatus 100 of the EV 10 includes a CP (control pilot) port 110, a PE (Protective Earth) port 120, a charge control unit 130, and a PLC node 140 ).

The EVSE 20 includes a CP generating unit 22, a charge control unit 24, and a PLC node 26.

A CP (Control Pilot) signal generated by the CP generator 220 of the EVSE 20 is input to the CP port 110 of the charging apparatus 100 of the EV 10. Here, the CP signal may be a signal for requesting start or stop of power transmission, or for controlling the amount of power. In this specification, the CP signal can be mixed with a pilot function signal.

The PE port 120 is a port connected to the ground of the EVSE 20.

The charge control unit 130 controls the charging of the battery 300. For this, the charge controller 130 may include Pilot Function (PF) logic for processing a pilot function received through the CP port 110. [ Although not shown, the charging apparatus 100 of the EV 10 may further include a PD (Proximity Detection) port, and the charging controller 130 may control the connector of the EVSE 20, And PD (Proximity Detection) logic for detecting whether or not the PD is injected.

On the other hand, the EV 10 and the EVSE 20 may further include PLC nodes 140 and 26, respectively. The PLC node may include a transmitter, a receiver, and a PCL controller, respectively.

In order for the EV 10 and the EVSE 20 to execute the PLC, an association is required.

FIG. 11 is a flowchart showing a PLC association method of an EV including a PLC node, and FIG. 12 is a flowchart specifically illustrating a validation process in the process of FIG.

11, when the charging device 100 of the EV 10 is connected to the EVSE 20 by the charging cable, the charging device 100 of the EV 10 receives the CP signal from the EVSE 20 . Accordingly, the charging apparatus 100 of the EV 10 configures the PLC node (S210) and discovers the PLC node in the EVSE 20 (S212) .

If the EVSE 20 does not include a PLC node (Non-PLC EVSE, S214), the PLC association fails (S216).

In a case where the EVSE 20 includes a PLC node (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 for confirming that each contact of the connector of the charging cable is connected to each port of the injection port of the EV 10.

Referring to FIG. 12, in order to perform the validation process, the charging device 100 of the EV 10 should perform the SLAC process (S310). SLAC is a protocol for measuring the 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 the validation has been performed (EVSE_FOUND, S312) up logical network (S314), and the link is connected (S316). On the other hand, when the charging device 100 of the EV 10 fails to receive a signal, the charging device 100 of the EV 10 determines that the validation has not been performed (EVSE_NOT FOUND, S318) (No link, S320).

On the other hand, when the determination as to whether the charging apparatus 100 of the EV 10 has received the signal is ambiguous, the charging apparatus 100 of the EV 10 judges that the EVSE 20 is potentially found (EVSE_POTENTIALLY_FOUND, S322), and validation can 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 the validation has been performed (S326), performs the logical network setting (S314), and the link is connected (S316). On the other hand, when the CP signal is not received, the charging device 100 of the EV 10 determines that the validation is not performed (S328), and the link is not connected (S320).

Referring again to FIG. 10, after the link is connected, an association process at an upper layer is started (S222), and association succeeds (S224).

 On the other hand, signal attenuation may occur in the process of EVSE and EV performing PLC. According to one embodiment of the present invention, the attenuation of the signal is compensated using the SLAC protocol that proceeds for validation during the association setting between EVSE and EV.

13 is a flowchart showing a signal attenuation compensation method of an electric vehicle charging apparatus according to an embodiment of the present invention.

13, the transmitting unit 142 in the PLC node 140 of the charging apparatus 100 of the EV 10 transmits a signal to the EVSE (Electric Vehicle Supply Equipment) 20 using PLC (Power Line Communication) (S100).

Then, the PLC control unit 146 calculates a first value which is a difference between the signal attenuation value of the transmitting side, that is, the predetermined signal intensity and the signal intensity outputted from the EV 10 (S110).

On the other hand, the PLC node 26 of the EVSE 20 that receives the signal from the EV 10 to the PLC receives the signal attenuation value of the receiving side, that is, (S120), and transmits it to the EV 10 (S130). Here, the second value may be calculated by the EVSE 20 using the SLAC process described with reference to FIG.

Then, the PLC control unit 146 calculates the compensation gain for signal attenuation between the EV 10 and the EVSE 20 using the difference between the first value and the second value (S140).

Then, the PLC node 140 of the EV 10 and the PLC node 26 of the EVSE 20 communicate with each other by applying compensation gain (S150).

FIG. 14 shows an example in which the signal attenuation compensation method of an electric vehicle according to an embodiment of the present invention is applied.

14, it is assumed that the PLC node 140 of the EV 10 transmits a signal of -72 dBm / Hz. At this time, since attenuation of -4 dBm / Hz occurs in the EV 10, the signal output from the socket of the EV 10 is -76 dBm / Hz.

On the other hand, after attenuation through the charging cable 50, a signal of -78 dBm / Hz is input to the socket of the EVSE 20. Thereafter, an attenuation of -3 dBm / Hz occurs in the EVSE 20 and the PLC node 26 of the EVSE 20 receives a signal of -81 dBm / Hz.

At this time, assuming that the predetermined signal intensity in the EV 10 and the EVSE 20 is -50 dBm / Hz in order to calculate the signal attenuation value, the PLC node 140 of the EV 10 calculates the signal attenuation value of the transmission side -26dBm / Hz (= -76dBm / Hz - (-50dBm / Hz)). The PLC node 26 of the EVSE 20 calculates the signal attenuation value at -31 dBm / Hz (-81 dBm / Hz - (- 50 dBm / Hz)) in the SLAC process, 3 dB / Hz to -28 dBm / Hz, and transmits it to the PLC node 140 of the EV 10.

Accordingly, the PLC node 140 of the EV 10 calculates the compensation gain for signal attenuation at -2 dBm / Hz (-28 dBm / Hz - (-26 dBm / Hz)) and applies the compensation gain to the EVSE 20 Lt; RTI ID = 0.0 > 26 < / RTI >

Therefore, according to the embodiment of the present invention, it is not necessary to fix the compensation gain due to the signal attenuation for the PLC between the EV 10 and the EVSE 20, and it can be dynamically applied.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the present invention as defined by the following claims It can be understood that

10: Electric vehicles
20: Electric vehicle charging facility
100: Charging device

Claims (4)

A communication method of a charging device for an electric vehicle,
Transmitting a signal to an EVSE (Electric Vehicle Supply Equipment) using PLC (Power Line Communication)
Calculating a first value that is a difference between a predetermined signal intensity and a signal intensity output from the electric vehicle,
Receiving a second value from the EVSE that is a difference between the predetermined signal strength and a signal strength input to the EVSE;
Calculating a compensation gain for signal attenuation between the EV and the EVSE using the difference between the first value and the second value, and
And communicating with the EVSE applying the compensation gain
/ RTI > The method according to claim 1,
And the second value is calculated by the EVSE using SLAC protocol. The method according to claim 1,
Validating the connection with the EVSE using the second value, and
Establishing an association with the EVSE
Lt; / RTI > A transmitter for transmitting signals to EVSE (Electric Vehicle Supply Equipment) using PLC (Power Line Communication)
A receiver for receiving a difference between the signal strength predetermined by the EVSE and the signal strength input to the EVSE using the PLC,
Calculating a difference between the predetermined signal intensity and a signal intensity output from the electric vehicle and calculating a difference between a first value which is a difference between the predetermined signal intensity and a signal intensity output from the electric vehicle, And a gain controller for calculating a compensation gain for signal attenuation between the electric vehicle and the EVSE using a difference between a first value and a second value,
/ RTI >
Wherein the transmitter and the receiver communicate with the EVSE by applying the compensation gain.

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