KR20180052806A - Electric vehicle - Google Patents

Abstract

The present invention relates to an electric vehicle having an on-board charging function. According to the present invention, the electric vehicle comprises: a mounting cable provided with a plug for being connected to commercial power of a charging station; an inlet provided to connect with the commercial power via a mobile charger; a mounting charger for charging a battery on the basis of at least one type of power among power supplied through the mounting cable and power supplied through the inlet; a relay unit electrically connected to the mounting charger, and including a plurality of relays switched to selectively conduct one path among a first charging path and a second charging path through power supplied through the mounting cable; and a charging control unit for controlling the relay unit on the basis of a phase difference between a voltage inputted through the mounting cable and a voltage inputted through the inlet. According to the present invention, it is possible to perform charging even without a mobile charger for mediating commercial power and a vehicle, and it is also possible to perform charging by simultaneously utilizing power supplied through a mobile charger and a cable mounted in a vehicle. Accordingly, a charging speed may be further improved.

Description

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 having an onboard charging function through a commercial power source.

Electric vehicles are electric vehicles powered by electric energy, and efforts to research and develop and commercialize them as an environmentally friendly means of transportation that can replace fossil-fueled automobiles have been continuously carried out.

Electric vehicles require a charging system that can supply electricity from the outside because the internal battery provides the power necessary for driving.

In the contact type charging method, the electric power is directly supplied to the electric car battery by the DC power supply, and the DC charging method in which charging is performed according to the control of the battery management system (BMS) and the AC power including the commercial power from the outside, And an on-board charger (OBC).

According to the prior art, when the electric vehicle is charged by utilizing the outlet infrastructure that supplies the commercial power according to the AC charging scheme, it is necessary to connect a separate mobile charger conforming to J1772, a standard of slow charging, to the vehicle socket. Such a mobile charger has several hundreds of thousands of won, which makes it cumbersome for an individual to purchase, and the necessity of always having a cable for charging has existed.

In addition, although the continuous charging through the mobile charger can be conveniently performed using a commercial power source, it takes about 8 to 10 hours, which is a disadvantage that the charging speed is slow.

Disclosure of Invention Technical Problem [8] The present invention has been proposed in order to solve the problems of the prior art as described above, and it is an object of the present invention to provide an electric vehicle which can be charged even without a portable charger for mediating between a commercial power source and a vehicle.

The above object is achieved by a mounting cable in which a plug for connecting to a commercial power source of a charging station according to an aspect of the present invention is provided; An inlet provided to connect with the commercial power supply via a portable charger; A mounting charger that charges the battery based on at least one of electric power supplied through the mounting cable and electric power supplied through the inlet; A relay unit electrically connected to the mounting charger and including a plurality of relays that are switched to selectively conduct one of a first charging path and a second charging path through electric power supplied through the mounting cable; And a charge control unit for controlling the relay unit based on a phase difference between a voltage input through the on-board cable and a voltage input through the inlet.

Here, the charge control unit may include a voltage input determination unit for determining whether a first voltage input through the on-board cable and a second voltage input through the inlet are input; A phase difference calculating unit for calculating a phase difference between the first voltage and the second voltage; And a control signal output unit for outputting a control signal for controlling the relay unit based on the results of the voltage input determination unit and the phase difference calculation unit.

The relay unit may include: a first relay that mediates between a first input terminal to which an AC voltage is applied through the on-board cable and a first input terminal of the on-board charger; A second relay for mediating between a second input terminal to which an AC voltage is applied through the on-board cable and a second input terminal of the on-board charger; A third relay for mediating between a first input terminal to which an AC voltage is applied through the on-board cable and a second input terminal of the on-board charger; And a fourth relay for mediating between a second input terminal to which an AC voltage is applied via the on-board cable and a first input terminal of the on-board charger.

On the other hand, when the first voltage inputted through the on-board cable and the second voltage inputted through the inlet are equal to each other, the charge controller controls the first relay and the second relay to be on, And when the first voltage and the second voltage are opposite in phase, the third relay and the fourth relay are controlled to be turned on to conduct the second charging path.

The charging unit may further include an electric power measuring unit connected between the relay unit and the on-board charging unit to measure an amount of electric power supplied to the on-board charging unit.

The signal processor may further include a signal generator for generating a pilot signal based on a sensing value of a voltage and a current supplied through the on-board cable and providing the pilot signal to the mounting charger.

And a power line communication module for receiving station identification information from the charging station through power line communication through the onboard cable.

A communication unit for transmitting information on the amount of power provided to the charging charger through the mounting cable and the inlet and station identification information for identifying the charging station to the charging control center and receiving a command for charging from the charging control center; As shown in FIG.

As described above, according to the present invention, it is possible to reduce the cost of purchasing the mobile charger because the charging can be performed even without the portable charger for mediating the vehicle with the commercial power source by mounting the power cable on the vehicle, Convenient charging is possible.

Further, according to the present invention, charging can be performed by simultaneously using a cable installed in a vehicle and a power supplied through a mobile charger, so that the charging speed can be further improved.

1 is a schematic configuration diagram of an electric vehicle charging system including an electric vehicle according to an embodiment of the present invention;
2 is a block diagram illustrating a configuration of an electric vehicle according to an embodiment of the present invention;
3 is a schematic circuit diagram illustrating a configuration of a relay unit according to an embodiment of the present invention;
4 is a schematic circuit diagram of a configuration of a charge control unit according to an embodiment of the present invention; And
5 and 6 show a current flow path according to a phase difference between a first voltage input through the on-board cable and a second voltage input through the inlet.

Hereinafter, specific embodiments of the present invention will be described with reference to the drawings.

1 is a schematic configuration diagram of an electric vehicle charging system including an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 1, an electric vehicle charging system 1 according to an embodiment of the present invention includes a charging station 100, a charging control center 200, and an electric vehicle 300.

The charging station 100 provides a charging infrastructure including a receptacle 110 and a transformer (not shown) as a space for supplying commercial power for charging the electric vehicle 300 or a parking lot, And the like to the electric vehicle 300.

Communication between the charging station 100 and the electric vehicle 300 can be performed through Power Line Communication (PLC). To this end, the charging station 100 is equipped with a PLC module in one of a plurality of outlets 110 existing therein, and transmits the station identification information when the electric vehicle 300 is connected through the outlet 110 for charging . In addition to the power line communication, the communication between the charging station 100 and the electric vehicle 300 may be performed by various wired / wireless communication methods including RFID (Radio Frequency IDentification).

The charging control center 200 receives the station identification information, the vehicle identification information, and the like from the electric vehicle 300 and performs an authentication procedure for charging. When the authentication is completed, the charging control center 200 transmits a command including a charge permission, ) To the electric vehicle (300). The charge control center 200 also receives charge information such as the charge amount from the electric car 300 to charge the charge rate and controls the power supply company (not shown) and the infrastructure of the charge station 100 according to a predetermined distribution policy Distributes the charged charge to the charge infrastructure provider (not shown) provided from the electric vehicle 300.

The electric vehicle 300 is connected to the socket 110 of the charging station 100 to supply electric power to perform charging. The electric car 300 communicates with the charging control center 200 via the charging control center 200 for authentication information, commands for charging, Power amount information, and the like.

2 is a block diagram showing the configuration of an electric vehicle 300 according to an embodiment of the present invention. 2, an electric vehicle 300 includes an onboard cable 310, an inlet 320, a mounting charger 330, a relay unit 340, a charge control unit 350, a signal generating unit 360, A communication module 370, a PLC module 380, and a communication unit 390.

The mounting cable 310 is a power cable that is mounted on the vehicle itself for connection to the receptacle 110 provided in the charging station 100. It is possible to directly connect to the outlet 110 without having a separate portable charger (not shown) for mediating connection between the electric vehicle 300 and the charging station 100 through the on-board cable 310.

The plug-in cable 310 is provided with a plug for connecting to the socket 110 at one end. The on-board cable 310 is usually stored in a cord reel or the like, and is installed in the electric vehicle 300 so that the user can take it out and connect it to the receptacle 110 when charging. For reference, the C.G terminal of the on-board cable 310 is a terminal for ground, and L and N are terminals to which an AC power is applied.

The inlet 320 is provided for connection with the outlet 110 in the charging station 100 via a separate mobile charger. The inlet 320 has a shape conforming to the standard of the constant filling including the J1772 standard. For reference, in accordance with J1772 standard, the inlet 320 is provided with an L, N terminal to which AC power is applied, a CG terminal for grounding, a CP terminal to which a pilot signal is input, And a Prox terminal to which a proximity detection signal indicating that the battery is being charged is input.

When the portable charger is connected to the inlet 320, electric power is supplied to the electric vehicle 300 through the inlet 320. Inlet 320 also provides a pilot signal C.P and a proximity detection signal Prox generated in the mobile charger.

The onboard charger (OBC) 330 charges the battery based on the power supplied through the mounting cable 310 or the inlet 320. The on-board charger 330 includes a configuration such as an AC / DC converter (not shown) for converting an AC voltage to a DC voltage.

The relay unit 340 includes a plurality of relays that are switched to selectively conduct one of the first charging path and the second charging path through the power supplied through the mounting cable 310 .

3 is a schematic circuit diagram for explaining the configuration of the relay unit 340. As shown in FIG.

3, the relay unit 340 includes a first input terminal L _{C for} inputting a first voltage, which is an AC voltage applied through the on-board cable 310, and a second input terminal L 1 for inputting a first input terminal L 1 a second mediating the connection between the first relay (R1) and a second input which is the first voltage input (N _C) and second input (L2 _OBC) in the mounted charger 330 for mediating a connection between the _OBC) A third relay R3 for mediating a connection between the first input terminal L _{C to} which the first voltage is inputted and the second input terminal L 2 _OBC of the onboard charger 330, And a fourth relay R4 that mediates a connection between the input second input N _C and the first input (L1 _OBC ) of the onboard charger 330. Here, the first relay R1 and the second relay R2 are on / off controlled in the same manner to form a first charging path through the power supplied through the on-board cable 310, and the third relay R3 And the fourth relay R4 are on / off controlled in the same manner to form a second charge path.

Further, the relay unit 340 for summing the current by the alternating voltage applied over the current and the on-board cable (310) by the AC voltage to be applied through the two input terminals (L _I, N _I) of the inlet (320) And current balancing elements CB1 and CB2.

The charge control unit 350 controls the plurality of relays R1, R2, R3, and R4 of the relay unit 340 based on the phase difference between the alternating voltage input through the on-board cable 310 and the alternating voltage input through the inlet 320, Lt; RTI ID = 0.0 > R4. ≪ / RTI >

2, the charge controller 350 receives the sensing results of voltage, current, and GFI (Ground Fault Interrupt) supplied through the mountable cable 310 and the inlet 320.

4 is a schematic circuit diagram showing a configuration of a part of the charge control unit 350 for controlling the relay unit 340. As shown in FIG.

Referring to FIG. 4, the charge controller 350 includes a voltage input determination unit 351, a phase difference calculation unit 352, and a control signal output unit 353.

The voltage input determination unit 351 determines the voltage input through the inlet cable 310 and the inlet 320 based on the sensing result of the voltage supplied through the on-board cable 310 and the inlet 320, It is determined whether or not the input second voltage is input.

The voltage input determination unit 351 includes a first input peak detection unit 351a and a second input peak detection unit 351b for detecting the peaks of the first voltage and the second voltage based on the voltage sensing result, The first gate G1 outputs 1 when both the first voltage and the second voltage are input, and the first gate G1 outputs only one of the first voltage and the second voltage When there is no input or no input, 0 is output.

The phase difference calculator 352 calculates the phase difference between the first voltage and the second voltage. The phase difference calculating section 352 may be implemented by including a differential amplifier 352a and an adding amplifier 352b and a NOT gate 352c and 352d connected to the respective amplifiers 352a and 352b. According to this, the differential amplifier 352a outputs 0 when the phase difference between the first voltage and the second voltage is 0, 0 is input to the NOT gate 352c, and 1 is output as a result. On the other hand, the adder 352b outputs 0 when the phase difference between the first voltage and the second voltage is 180 degrees, that is, the opposite phase, 0 is input to the NOT gate 352d, and 1 is output as a result.

The control signal output unit 353 may be implemented by three AND gates G2, G3, and G4. The second gate G2 receives the output value of the first gate G1 and the output value of the NOT gate 352c connected to the differential amplifier 352a as input values and outputs the first relay R1 and the second relay R2 of the on-off operation. The first relay R1 and the second relay R2 are turned on when the phase difference between the first voltage through the mountable cable 310 and the second voltage through the inlet 320 is zero, The charging path is conducted.

The third gate G3 receives the output value of the first gate G1 and the output value of the NOT gate 352d connected to the adder 352b as input values and outputs the third and fourth relays R3, And outputs a control signal for controlling the ON / OFF operation of the relay R4. According to this, the third relay R3 and the fourth relay R4 are turned on when the phase difference between the first voltage and the second voltage is 180 degrees, and the second charging path is conducted.

On the other hand, the fourth gate G4 outputs a control signal for controlling the relay unit 340 when only the first voltage through the on-board cable 310 is applied. The output value of the first gate G1 is inverted through the NOT gate 353a to receive the inverted output value of the first gate G1 and the remaining input is inputted to the voltage input determination unit 351 And receives the output value of the first input peak detecting unit 351a for detecting the first voltage through the on-board cable 310. [ The output value of the fourth gate G4 is connected to the first charging path via the first relay R1 and the second relay R2 and the second charging path through the third relay R3 and the fourth relay R4 To be used for continuity.

5 and 6 show a current flow path according to a phase difference between a first voltage input through the on-board cable 310 and a second voltage input through the inlet 320. FIG.

5 shows a first charge path as a current flow path when the first voltage and the second voltage are in the same phase. 5, the first relay Rl and the second relay R2 are controlled to be turned on by the charge controller 350 so that the currents of the first and second voltages are applied to the current balancing elements CB1 and CB2 ) And supplied to the on-board charger 330. [

On the other hand, FIG. 6 shows a second charge path as a current flow path when the first voltage and the second voltage are opposite in phase to each other. 6, the third relay R3 and the fourth relay R4 are controlled to be turned on by the charge control unit 350 and the current by the first voltage and the second voltage is controlled by the current balancing elements CB1 and CB2 ) And supplied to the on-board charger 330. [

For reference, when only the first voltage is applied, the first relay R1 and the second relay R2 are controlled to be ON to follow the first charging path or the third relay R3 and the fourth relay R4, It is possible to select any one of the two charging paths so as to follow the second charging path.

On the other hand, the current path by the second voltage provided through the inlet 320 is always the same irrespective of whether the first voltage is applied through the mountable cable 310 and the phase difference.

Referring again to FIG. 2, the signal generator 360 generates a pilot signal conforming to the signaling protocol conforming to the standard of the fast charging including the J1772 standard, under the control of the charge controller 350. The charging control unit 350 controls the signal generating unit 360 based on the voltage and current sensing results input through the onboard cable 310 and the signal generating unit 360 generates a signal The level information of the maximum current and the maximum voltage of the power supply, and the status information of the power supply currently being supplied. The signal generator 360 may output a PWM (Pulse Width Modulation) signal as a pilot signal C.P according to a preset conforming to the slow charging standard.

The signal generator 360 may output a proximity detection signal Prox indicating that the electric vehicle 300 is being charged, in addition to the pilot signal, according to the standard of the slow charging. The pilot signal C.P and the proximity detection signal Prox output through the signal generator 360 are provided to the mounting charger 330.

The onboard charger 330 receives the pilot signal CP and the proximity detection signal Prox provided from the inlet 320 and the signal generator 360 and the power supplied through the inlet 320 and the on- To charge the battery.

The power measuring unit 370 is located between the relay unit 340 and the mounting charger 330 and measures the amount of power provided through the inlet 320 and the amount of power provided through the mounting cable 310. The measured power amount is provided to the charge control unit 350. The energy amount information is finally transmitted to the charging control center 200 to determine the charging stop time and is used as a criterion for charging the charging fee.

The power line communication module 380 is for receiving station identification information from the charging station 100 via power line communication (PLC). When the onboard cable 310 is connected to the receptacle 110 of the charging station 100, the station identification information can be received via the onboard cable 310. The station identification information received via the power line communication module 380 is transmitted to the charge controller 350. [

The communication unit 390 includes a CAN communication (Controller Area Network) module for communication with the charge control unit 350 and a communication module for communication with the charge control center 200. Receives the power amount information and the station identification information provided through the on-board cable 310 and the inlet 320 through communication with the charge control unit 350 and transmits the information to the charge control center 200. The charge control unit 200 receives various information Command. The charge control unit 350 receives commands such as charge acceptance, start, and stop of the charging control center 200 through the communication unit 390 and performs operations of the relay unit 340 and the signal generating unit 360 .

The communication unit 390 is interlocked with a state collecting module (not shown) for collecting the battery state information such as the vehicle state information such as whether the vehicle door is open or closed, whether the vehicle is running, the battery temperature, And transmits it to the center 200 and the charge control unit 350 so that the charge is smoothly performed.

As described above, according to the related art, only the charging function through the inlet 320 is provided through the portable charger, so that it is troublesome to carry the portable charger at all times. However, the electric charger 300 Can be charged even though the mobile charger is not provided through the onboard cable 310 that is mounted on the vehicle by itself.

In addition, it is possible to effectively shorten the charging time, which has taken 8 to 10 hours in the conventional art, by providing the function of simultaneously using the power supplied through the on-board cable 310 and the inlet 320.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the invention. will be.

For example, in the above-described embodiment, although it has been described as receiving station identification information through power line communication through the power line communication module 380, it is also possible to receive information from the charging station 100 through various communication methods, Can be implemented.

Accordingly, it should be understood that the scope of protection of the present invention is not limited to the technical ideas and equivalents defined in the following claims.

100: charging station 200: charge control center
300: Electric vehicle 310: Onboard cable
320: inlet 330: mounted charger
340: relay unit 350: charge control unit
360: Signal generator 370: Power meter
380: Power line communication module 390:

Claims (8)

A mounting cable provided with a plug for connecting to a commercial power source of the charging station;
An inlet provided to connect with the commercial power supply via a portable charger;
A mounting charger that charges the battery based on at least one of electric power supplied through the mounting cable and electric power supplied through the inlet;
A relay unit electrically connected to the mounting charger and including a plurality of relays that are switched to selectively conduct one of a first charging path and a second charging path through electric power supplied through the mounting cable; And
And a charge control unit for controlling the relay unit based on a phase difference between a voltage input through the on-board cable and a voltage input through the inlet.
The method according to claim 1,
Wherein the charge control unit comprises:
A voltage input determination unit for determining whether a first voltage input through the on-board cable and a second voltage input through the inlet are input;
A phase difference calculating unit for calculating a phase difference between the first voltage and the second voltage; And
And a control signal output unit for outputting a control signal for controlling the relay unit based on a result of the voltage input determination unit and the phase difference calculation unit.
The method according to claim 1,
The relay unit includes:
A first relay for mediating between a first input terminal to which an AC voltage is applied through the on-board cable and a first input terminal of the on-board charger;
A second relay for mediating between a second input terminal to which an AC voltage is applied through the on-board cable and a second input terminal of the on-board charger;
A third relay for mediating between a first input terminal to which an AC voltage is applied through the on-board cable and a second input terminal of the on-board charger; And
And a fourth relay for mediating between a second input terminal to which an AC voltage is applied through the on-board cable and a first input terminal of the on-board charger.
The method of claim 3,
Wherein the charge control unit comprises:
When the first voltage inputted through the on-board cable and the second voltage inputted through the inlet are in the same phase, the first relay and the second relay are controlled to be ON to conduct the first charging path, And turns on the third relay and the fourth relay to turn on the second charging path when the voltage and the second voltage are opposite in phase.
The method according to claim 1,
Further comprising a power measuring unit connected between the relay unit and the mount charger to measure an amount of power supplied to the mount charger.
The method according to claim 1,
Further comprising a signal generator for generating a pilot signal based on a sensing value of a voltage and a current supplied through the on-board cable and providing the pilot signal to the mounting charger.
The method according to claim 1,
Further comprising a power line communication module for receiving station identification information from the charging station via power line communication via the onboard cable.
The method according to claim 1,
A communication unit for transmitting information on the amount of power provided to the charging charger through the mounting cable and the inlet and station identification information for identifying the charging station to the charging control center and receiving a command for charging from the charging control center And an electric motor.

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