KR20190020614A - Charge controlling method, electrical vehicle and charger using the method - Google Patents

Abstract

The present invention relates to a charging control method, and an electric vehicle and a charging device using the same. The charging control method according to an embodiment of the present invention is carried out by the electric vehicle supplied with electric power from the charging device, and comprises the steps of: detecting a signal transmitted from an implantable medical device (IMD); determining a charging output limit according to whether or not the signal is detected from the implantable medical device (IMD); transmitting the charging output limit related information to the charging device; and receiving the electric power delivered from the charging device.

Description

TECHNICAL FIELD [0001] The present invention relates to a charge control method, an electric vehicle using the same,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a charging control method and an electric vehicle and a charging apparatus using the same, and more particularly, to a method of controlling charging according to the presence and type of an occupant in a vehicle,

An electric vehicle charging system can basically be defined as a system for charging a battery mounted on an electric car using power from a grid or an energy storage device of a commercial power source. Such an electric vehicle charging system may have various forms depending on the type of electric vehicle. For example, an electric vehicle charging system may include a conductive charging system using a cable or a non-contact wireless power transmission system.

In a non-contact wireless power transmission, a vehicle assembly (VA) mounted on an electric vehicle is connected to a transmission pad of a ground assembly (GA) located at a charging station or charging spots, And the charging of the battery of the electric vehicle is performed using electric power transmitted from the ground assembly through the flow resonance coupling.

Meanwhile, in a non-contact wireless power transmission process, a driver of an electric car or a person around an electric car may be influenced by an electromagnetic field or an electromotive force. In particular, a person using an artificial medical device may cause a serious problem by causing malfunction of the artificial medical device when exposed to an electromagnetic field or the like.

An object of the present invention is to provide a charging control method.

Another object of the present invention is to provide an electric vehicle using the charge control method.

Another object of the present invention is to provide a charging apparatus using the charge control method.

According to an aspect of the present invention, there is provided a method of controlling a charge performed by an electric vehicle supplied with electric power from a charging device, the method comprising: detecting a signal transmitted from an implantable medical device (IMD) ; Determining charging efficiency limitation according to whether or not a signal is detected from the implantable medical device; Transmitting charging efficiency limiting related information to the charging device; And receiving power delivered from the charging device.

The charge control method includes activating an LF (Low Frequency) magnetic field; And detecting a response to the LF magnetic field from the charging device.

The signal transmitted from the implantable medical device (IMD) may be a radio frequency (RF) signal.

Wherein the step of determining the charging efficiency limitation in accordance with whether or not the signal is detected from the implantable medical device comprises the steps of determining to limit the charging efficiency when a signal from the implantable medical device and a response signal from the charging device are detected Step < / RTI >

The charging efficiency restriction related information may include information on whether to limit the charging efficiency and information on the charging efficiency limiting ratio.

Also, the charging efficiency limiting ratio may be set to a ratio of a limited charging output to a typical charging power, and the typical charging power may be set by the Society of Automotive Engineers (SAE) J2954, International Organization for Standardization (ISO) 19363, and RTI ID = 0.0 > IEC < / RTI > (International Electrotechnical Commission) 61980.

According to another aspect of the present invention, there is provided an electric vehicle including: a communication module for detecting a signal transmitted from an implantable medical device; A charging module including a reception pad interlocked with a transmission pad of the charging device, the charging module receiving power output through the transmission pad; At least one processor; And a memory for storing instructions for instructing the at least one processor to perform at least one instruction, the at least one instruction further comprising instructions for: determining, based on a signal input via the communication module, (IMD) < / RTI > An instruction to determine a charge efficiency limit according to whether or not a signal is detected from the implantable medical device; And a command to cause the communication module to transmit charging efficiency limiting related information to the charging device.

Wherein the at least one command comprises: a command to send a LF (Low Frequency) magnetic field; And a command to detect a response to the LF magnetic field from the charging device.

Wherein the instruction to determine the charging efficiency limit in accordance with whether or not a signal is detected from the implantable medical device is determined by limiting the charging efficiency when a signal from the implantable medical device and a response signal from the charging device are detected And the like.

The signal transmitted from the implantable medical device (IMD) may be a radio frequency (RF) signal.

The charging efficiency restriction related information may include information on whether to limit the charging efficiency and information on the charging efficiency limiting ratio.

Also, the charging efficiency limiting ratio may be set to a ratio of a limited charging output to a typical charging power, and the typical charging power may be set by the Society of Automotive Engineers (SAE) J2954, International Organization for Standardization (ISO) 19363, and RTI ID = 0.0 > IEC < / RTI > (International Electrotechnical Commission) 61980.

In addition, the communication module can communicate with the charging device using a radio frequency (RF) communication method.

According to another aspect of the present invention, there is provided a charging device including: a communication module for communicating with an electric vehicle; A power transmission module including a transmission pad interlocked with a reception pad of the electric vehicle, for supplying electric power to the electric vehicle through the transmission pad; At least one processor; And a memory for storing instructions for instructing the at least one processor to perform at least one of the instructions, the at least one instruction comprising: detecting a magnetic field emitted by the electric vehicle; A command to transmit to the electric vehicle a response signal to the magnetic field transmitted by the electric vehicle; Receiving from the electric car charging efficiency restriction related information set according to whether or not an implantable medical device (IMD) is present around the electric vehicle; And an instruction to supply electric power to the electric vehicle according to the charging efficiency restriction related information.

The charging efficiency restriction related information may include information on whether to limit the charging efficiency and information on the charging efficiency limiting ratio.

In addition, the charging efficiency limiting ratio can be set to a ratio of the limited charging output to a typical charging power, and the typical charging power can be set by the Society of Automotive Engineers (SAE) J2954, International Organization for Standardization (ISO) 19363, and IEC (International Electrotechnical Commission) < RTI ID = 0.0 > 61980. ≪ / RTI >

Also, the magnetic field transmitted by the electric vehicle is an LF (Low Frequency) magnetic field, and the communication module can communicate with the electric vehicle using an RF communication method.

According to the present invention, even when the user of the implantable medical device (IMD) is located in the vicinity of the vehicle or outside the vehicle at the time of wirelessly charging the electric vehicle, the user of the implantable medical device can be effectively Can be protected.

1 is a conceptual diagram for explaining a concept of wireless power transmission for an electric vehicle to which one embodiment of the present invention is applied.
2 is a conceptual diagram of a pacemaker as one of implantable medical devices according to one embodiment of the present invention.
FIG. 3 is a plan view of an EMF region for explaining an EMF regulation value, and FIG. 4 is a front view of an EMF region for explaining an EMF regulation value.
FIG. 5 shows a table for explaining the magnetic field limiting values of the pacemaker / IMD for each area inside and outside the vehicle.
6 is a conceptual diagram of a wireless charging control system according to an embodiment of the present invention.
7 is a conceptual diagram of charge control according to an embodiment of the present invention that may be applied when the IMD user is located in the vicinity of a wireless power transmission system.
Fig. 8 is a diagram comparing the frequency spectrum of the IMD frequency and the vehicle RF signal.
9 is a conceptual diagram of an IMD monitoring system.
10 is an operational flowchart of a charge control method according to an embodiment of the present invention.
11 is a block diagram of an electric vehicle according to an embodiment of the present invention.
12 shows a frame structure of an LF communication which can be applied to the present invention.
13 shows a frame structure of an RF communication that can be applied to the present invention.
FIG. 14 is a diagram showing a timing cycle of a pacemaker applicable to the present invention. FIG.
15 is a block diagram of a charging apparatus according to an embodiment of the present invention.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. 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. Like reference numerals are used for like elements in describing each drawing.

The terms first, second, A, B, etc. may be used to describe various components, but the components should not be limited by the 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 first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component. The term "and / or" 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.

In an embodiment of the present invention, an electric vehicle charging system can be basically defined as a system for charging a battery mounted on an electric vehicle using a grid of a commercial power source or electric power of an energy storage device. Such an electric vehicle charging system may have various forms depending on the type of electric vehicle. For example, an electric vehicle charging system may include a conductive charging system using a cable or a non-contact wireless power transmission system.

In one embodiment of the present invention, an electric vehicle (EV) may refer to an automobile as defined in 49 CFR 523.3. The electric vehicle is freely available on the highway and can be driven by electricity supplied from an in-vehicle energy storage device such as a rechargeable battery from a power source outside the vehicle.

In one embodiment of the invention, the power source may include a residential or public electrical service or a generator using vehicle mounted fuel, and the like.

In one embodiment of the present invention, an electric vehicle (EV) is an electric car, an electric automobile, an electric road vehicle (ERV), a plug-in vehicle (PV), a plug- vehicle, etc., and the xEV may be referred to as a BEV (plug-in all-electric vehicle or battery electric vehicle), a plug-in electric vehicle (PEV), a hybrid electric vehicle (HEV), a hybrid plug- ), A plug-in hybrid electric vehicle (PHEV), and the like.

In one embodiment of the present invention, a Plug-in Electric Vehicle (PEV) may be referred to as an electric vehicle that is connected to a power grid and recharges a quantity-loaded primary battery. A plug-in vehicle (PV) may be referred to herein as a rechargeable vehicle through a wireless charging scheme without the use of physical plugs and sockets from electric vehicle supply equipment (EVSE). Heavy duty vehicles (H.D. Vehicles) may refer to any vehicle with four or more wheels as defined in 49 CFR 523.6 or CFR 37.3 (bus).

In one embodiment of the present invention, a light duty plug-in electric vehicle is mainly a rechargeable battery for use in public streets, roads, and highways, or an electric motor powered by an electric motor of another energy device It can refer to a vehicle with three or four wheels. Lightweight plug-in electric vehicles may be specified to have a total weight less than 4.545 kg.

In one embodiment of the present invention, a wireless power charging system (WCS) may refer to a system for controlling between GA and VA, including wireless power transmission, alignment and communication. Wireless power transfer (WPT) can refer to the transmission of electrical power through contactless means to an electric vehicle in an AC power supply network, such as a utility or a grid.

In one embodiment of the present invention, a utility provides electrical energy and is typically implemented in a customer information system (CIS), an Advanced Metering Infrastructure (AMI), a Rates and Revenue system ≪ / RTI > and the like. The utility allows the plug-in electric vehicle to use energy through price tags or discrete events. The utility can also provide information on tariff rates, intervals for measured power consumption, and verification of electric vehicle programs for plug-in electric vehicles.

In one embodiment of the present invention, smart charging can be described as a system in which an EVSE and / or plug-in electric vehicle communicates a vehicle charge rate or discharge rate with a power grid to optimize the time of grid capacity or usage cost ratio. Automatic charging can be defined as operation of inductive charging with the vehicle in the proper position relative to the primary charger assembly capable of transmitting power. Automatic charging can be performed after obtaining the required authentication and authorization.

Interoperability in one embodiment of the invention may refer to a state in which components of the system relative to one another can operate together to perform the desired operation of the overall system. Information interoperability can refer to the ability of two or more networks, systems, devices, applications or components to share and easily use information securely and effectively, with little or no inconvenience to the user .

In one embodiment of the invention, an inductive charging system may refer to a system in which two parts transfer energy electronically in a forward direction from an electricity supply network to an electric vehicle via a loosely coupled transformer. In this embodiment, the induction charging system may correspond to the electric vehicle charging system. An inductive coupler is a transformer formed of a GA coil and a VA coil, and can refer to a transformer that transmits electric power through galvanic isolation. Inductive coupling can refer to magnetic coupling between two coils. The two coils can refer to a ground assembly coil and a vehicle assembly coil.

A ground assembly (GA) may refer to an assembly disposed on the ground or infrastructure side, including a GA coil and other suitable components. Other suitable components may include at least one component for controlling the impedance and resonant frequency, ferrite and electromagnetic shielding material for enhancing the magnetic path. For example, the GA may include the power / frequency converter required to function as a power source for the wireless charging system, the GA controller, and the wiring from the grid and the wiring between each unit and the filtering circuits, the housing, and the like.

A vehicle assembly (VA) may refer to an assembly disposed in a vehicle, including a VA coil and other suitable components. Other suitable components may include at least one component for controlling the impedance and resonant frequency, ferrite and electromagnetic shielding material for enhancing the magnetic path. For example, the VA may include wiring between each unit and filtering circuits, housing, etc., as well as the wiring of the VA controller and the vehicle battery, as well as the rectifier / power converter required to function as a vehicle component of the wireless charging system .

In one embodiment of the present invention, the VA coil may be referred to as a secondary coil, a vehicle coil, a receiver coil, etc., and similarly a ground assembly coil (GA coil may be referred to as a primary coil, a transmit coil, or the like.

In one embodiment of the present invention, the GA may be referred to as a primary device (PD), a primary device, and the like, and VA may be referred to as a secondary device (SD) .

In one embodiment of the present invention, the primary device may be a device that provides contactless coupling to the secondary device, that is, a device external to the electric vehicle. The primary device may be referred to as a primary side device. When the electric vehicle receives power, the primary device can operate as a power source for transmitting power. The primary device may include a housing and all covers.

In one embodiment of the present invention, the secondary device may be an electric vehicle mounting device that provides contactless engagement with the primary device. The secondary device may be referred to as a secondary side device. When the electric vehicle receives electric power, the secondary device can transfer the electric power from the primary device to the electric car. The secondary device may include a housing and all covers.

In one embodiment of the present invention, the ground assembly controller (GA controller) may be part of a GA that adjusts the output power level for the GA coil based on information from the vehicle.

In one embodiment of the present invention, a vehicle controller (VA controller) may be part of a VA that monitors the parameters for a particular vehicle during charging and initiates communication with the GA to control the output power level.

The GA controller described above may be referred to as a primary device communication controller (PDCC), and the VA controller may be referred to as an electric vehicle communication controller (VA controller). The magnetic gap is the distance between the highest plane of the upper portion of the litz wire or the upper portion of the magnetic material of the GA coil and the lowest plane of the magnetic material of the VA coil, Vertical distance can be referred to.

Ambient temperature can refer to the ground level temperature measured in the atmosphere of the target subsystem that is not directly exposed to sunlight. Vehicle ground clearance can refer to the vertical distance between the road or road pavement and the bottom of the vehicle floor pan. Vehicle magnetic ground clearance can refer to the vertical distance between the bottom floor of the Litz wire or the insulating material of the VA coil mounted on the vehicle and the pavement. Vehicle Assembly (VA) The Vehicle Assembly Coil Surface Distance can refer to the vertical distance between the plane bottom of the Litz wire or the magnetic material of the VA coil and the lowest outer surface of the VA coil. Such a distance may include additional items wrapped in a protective cover and coil wrapper.

The exposed conductive component may refer to a conductive part of an electrical device (e.g., an electric vehicle) that can be contacted by a person and does not normally conduct electricity but can conduct electricity in the event of a failure. Hazardous live components can refer to live components that can give a hazardous electric shock under certain conditions. A live component may refer to any conductor or conductive component that is electrically activated in a basic use.

Direct contact can refer to human contact as an organism. Indirect contact may refer to the contact of an exposed, electrically-conductive, electrically-conductive active component with an insulation failure (see IEC 61140).

Alignment in one embodiment of the present invention refers to a procedure for finding the relative location of the secondary device to the primary device and / or a procedure for finding the relative location of the primary device to the secondary device for the defined efficient power transfer . Alignment herein may refer to, but is not limited to, alignment of a wireless power transmission system.

In one embodiment of the invention, the vehicle magnetic ground clearance may refer to the vertical distance between the bottom floor of the Litz wire or the insulating material of the VA coil mounted on the vehicle and the road pavement. Vehicle Assembly (VA) The Vehicle Assembly Coil Surface Distance can refer to the vertical distance between the plane bottom of the Litz wire or the magnetic material of the VA coil and the lowest outer surface of the VA coil. Such a distance may include additional items wrapped in a protective cover and coil wrapper.

In one embodiment of the present invention, pairing may refer to a procedure in which a vehicle (electric vehicle) is associated with a single dedicated ground assembly (primary device) arranged to transmit power. Pairing herein may include a procedure for associating a charge spot or a specific ground assembly with a vehicle assembly controller. Correlation / Association may involve establishing a relationship between two peer communication entities. Command and control communication may refer to communication between an electric vehicle and an electric vehicle, which exchanges information necessary to initiate, control, and terminate the wireless power transfer process.

In one embodiment of the present invention, a high level communication may process all information that exceeds the information in the command and control communication. The data link of the high level communication can use PLC (Power line communication), but is not limited thereto. Low power excitation may refer to activating an electric vehicle to sense a primary device to perform precise positioning and pairing, but is not so limited, and vice versa.

In an exemplary embodiment of the present invention, an SSID (Service Set Identifier) is a unique identifier consisting of 32-characters attached to a header of a packet transmitted on a wireless LAN. The SSID identifies the basic service set (BSS) that the wireless device attempts to connect to. SSID basically distinguishes several wireless LANs from each other. Therefore, all APs and all terminal / station devices that want to use a particular wireless LAN can use the same SSID. Devices that do not use a unique SSID are not able to join the BSS. Because the SSID is shown as plain text, it may not provide any security features to the network.

In one embodiment of the present invention, an ESSID (Extended Service Set Identifier) is a name of a network to be accessed. It is similar to SSID but can be a more extended concept. A basic service set identifier (BSSID) is usually 48 bits and is used to identify a specific basic service set (BSS). In the case of an infrastructure BSS network, the BSSID may be medium access control (MAC) of the AP equipment. For an independent BSS or ad hoc network, the BSSID can be generated with any value.

In one embodiment of the present invention, a charging station may include at least one ground assembly and at least one ground assembly controller that manages at least one ground assembly. The ground assembly may include at least one wireless communication device. The charging station may refer to a place having at least one ground assembly installed in a home, office, public place, road, parking lot, and the like.

An embodiment of the present invention is a method of facilitating wireless connection between a vehicle and an EVSE (Electric Vehicle Supply Equipment) when charging an EV or a PHEV. Currently, most of the charging is charging through a wired connection, but inductive charging is continuously being developed. Even in the case of wired charging, a method of performing power transmission in a wired manner and data communication in a wireless manner is also being studied.

Currently, charging standards are being developed to consider communication with the grid (V2G) beyond the communication between the EV car and the EV car. ISO 15118-2, 3, 8, which is a standard in the Draft stage, defines wireless charging, and in particular an optimal communication method therefor can be proposed in one embodiment of the present invention.

Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the accompanying drawings.

1 is a conceptual diagram for explaining a concept of wireless power transmission for an electric vehicle to which one embodiment of the present invention is applied.

1, a wireless power transmission may be performed by at least one component of an electric vehicle 10 and a charging station 13, and may be used to transmit power wirelessly to an electric vehicle 10 Can be used.

Here, the electric vehicle 10 can be generally defined as a vehicle (automobile) that supplies electric current derived from a chargeable energy storage device such as the battery 12 as an energy source of an electric motor as a power device.

However, the electric vehicle 10 according to the present invention may include a hybrid vehicle having an electric motor and an internal combustion engine together, and may be a motor vehicle, a motorcycle, a cart, A scooter, and an electric bicycle.

The electric vehicle 10 may include a receiving pad 11 including a receiving coil for charging the battery 12 wirelessly and may include a plug connection for charging the battery 12 by wire It is possible. At this time, the electric vehicle 10 capable of charging the battery 12 by wire can be referred to as a plug-in electric vehicle (PEV).

Here, the charging station 20 may be connected to a power grid 30 or a power backbone, and may be connected to a transmission pad 21 including a transmission coil through a power link, DC (direct current) power.

The charging station 20 can communicate with an infrastructure management system or an infrastructure server that manages a power grid 30 or a power network through wired / wireless communication and performs wireless communication with the electric vehicle 10 .

Here, the wireless communication may be Bluetooth, zigbee, cellular, wireless local area network, or the like.

For example, the charging station 20 can be located at various places such as a parking lot attached to the owner's house of the electric car 10, a parking area for charging an electric car at a gas station, a parking area at a shopping center or a workplace.

The process of wirelessly charging the battery 12 of the electric vehicle 10 is performed by first placing the receiving pad 11 of the electric vehicle 10 in the energy field of the transmitting pad 21, And the receiving coil of the receiving pad 11 are mutually interacted or coupled to each other. An electromotive force is induced in the receiving pad 11 as a result of the interaction or coupling, and the battery 12 can be charged by the induced electromotive force.

The charging station 20 and the transmission pad 21 may be referred to as a ground assembly (GA) in whole or in part.

In addition, all or a part of the internal components of the electric vehicle other than the receiving pad 11 of the electric vehicle 10 may be referred to as a vehicle assembly (VA), in which the vehicle assembly may refer to the previously defined meaning.

Here, the transmitting pad or the receiving pad may be non-polarized or polarized.

At this time, if the pad is non-polar, there may be one pole in the center of the pad and an opposite pole in the outer periphery. Here, the flux can be formed to exit from the center of the pad and return at all outer boundaries of the pad.

Also, if the pad is polar, it may have a respective pole at either end of the pad. Here, the magnetic flux can be formed based on the orientation of the pad.

2 is a conceptual diagram of a pacemaker as one of implantable medical devices to which one embodiment of the present invention is applied.

2, a pacemaker, which is one of Implanted Medical Devices (IMD), is implanted into a human body. At this time, the user can carry the transmission equipment which is connected to the pacemaker and communicates with the outside. Further, the transmission equipment may be configured to include an antenna.

Herein, the implantable medical device (IMD) is a medical device implanted in a human body, has a small computing platform of a programmable type operating with a small battery, can monitor the health condition of a patient or perform medical therapy .

BACKGROUND OF THE INVENTION Implantable medical devices include deep brain neurostimulators, gastric stimulators, foot drop implants, cochlear implants, cardiac defibrillators, , Cardiovascular implantable electronic device (CIED), and insulin pumps.

The CIED may include a pacemaker, an implantable cardioverter-defibrillator (ICD), a cardiac resynchronization therapy device (CRT), an implantable loop recorder (ILR), and an implantable cardiovascular monitor (ICM) , But are not limited to the listed devices.

The Federal Communications Commission (FCC) requires that the implantable medical device, such as a pacemaker, use a specified frequency to prevent interference from various information and communication devices.

Specifically, according to US Federal Communications Commission regulations, Wireless Medical Telemetry Service (WMTS) may be provided in the frequency range of 608-614, 1395-1400 and / or 1427-1432 MHz. The frequency range may be used to remotely monitor the condition of the patient.

In addition, prior to wireless medical telemetry services, medical telemetry devices may be operated at 174-216, 470-668 MHz, while 450-470 MHz for private land mobile devices Lt; / RTI >

Also, according to the Federal Communications Commission, the Medical Device Radiocommunications Service (MedRadio or MDRS) may be used in the frequency range 401-406, 413-419, 426-432, 438-444 and / or 451-457 MHz Is provided.

On the other hand, in the Society of Automotive Engineers (SAE) J2954, a standard document on the charging of electric vehicles, since the implantable medical device can be influenced by the electromagnetic field or electromotive force emitted from the ground assembly, the exposure of the electromagnetic field or electromotive force is regulated have.

SAE J2954, the leading standard for wireless charging, establishes industry standard specification guidelines that define interoperability, electromagnetic compatibility, minimum performance, safety, and acceptance criteria for testing for wireless charging of light duty electric and plug-in electric vehicles .

FIG. 3 is a plan view of an EMF region for explaining an EMF regulation value, and FIG. 4 is a front view of an EMF region for explaining an EMF regulation value.

According to SAE J2954, four physical areas can be defined for EMF safety management of the wireless charging system. Fig. 3 shows an example of these areas on a top view of the vehicle, and Fig. 4 shows the front view of the vehicle.

First, region 1 is the entire area of the vehicle lower portion including the wireless power assembly and does not extend beyond the lower body structure edge (e.g., the lower edge of the rocker panel or the bumper).

Region 2a is the area around the vehicle at a height of less than 70 cm above the ground, and may additionally include the area below the vehicle.

The area 2b is an area around the vehicle at a height of 70 cm or more on the ground and the area 3 can be set inside the vehicle.

The shape and range of the area 1 shown in Figs. 3 and 4 are merely illustrative. EMF management in vehicles is desirable to be applicable to all operating conditions, such as coupler offsets or other system deformations that can affect the worst exposure. In addition, as long as the EMF safety management principles and requirements are met in each configuration and condition, the boundaries of zone 1 can be redefined according to the system or vehicle configuration or operating conditions.

FIG. 5 shows a table for explaining the magnetic field limiting values of the pacemaker / IMD for each area inside and outside the vehicle.

Typically, a pacemaker and an implantable neurostimulator, etc., can be expected to be designed to operate below the 21.2 μT peak in the 81.83 to 90 kHz field. Therefore, in the region 3 and the region 2b described with reference to FIGS. 3 and 4, the magnetic field (MF) preferably has an RMS (Root Mean Square) of less than 15 μT or 11.9 A / m in the frequency range of 81.83 to 90 kHz, Is required to be less than 21.2 mu T or less than 16.9 A / m.

The magnetic field in region 2a is preferably less than 29.4 μT or 23.4 A / m based on RMS for 85 kHz, preferably less than 27.8 μT or 22.1 A / m for 90 kHz. The peak value is also required to be less than 41.6 μT or 33.1 A / m at 85 kHz and 39.3 μT or 31.3 A / m at 90 kHz.

Accordingly, the present invention aims to provide a method for protecting a user of an implantable medical device at the time of wireless charging of an electric car, excluding the possibility of interference with other communication devices.

According to the present invention, when a user wearing an implantable medical device (IMD) drives a vehicle equipped with an electric vehicle wireless charging system to perform wireless charging, or when an IMD user is nearby during electric charging of an electric vehicle, The system recognizes the IMD and suggests a strategy to safeguard the user wearing the IMD.

Also, the method according to the present invention can be applied not only to wireless charging of an electric car in a parked state, but also to wireless charging in stopping and traveling.

6 is a conceptual diagram of a wireless charging control system according to an embodiment of the present invention.

Referring to FIG. 6, a wireless charging control system according to an embodiment of the present invention may include a vehicle 100, a charging device, or a ground assembly (GA) 200. The vehicle 100 may communicate with the smart key 300 and the IMD 400 used by the occupant (or driver).

Referring to FIG. 6, the vehicle can activate the LF magnetic field by using an LF antenna for positioning between the transmission pad of the GA 200 and the reception pad of the VA. When the VA 140 activates the magnetic field of the LF antenna mounted on the vehicle, the LF receiver mounted on the GA detects the LF magnetic field to confirm the presence of the receiving pad, and transmits the information to the vehicle using the RF signal. Vehicles can receive and process RF signals using RF antennas and RF receivers. The frequency band of the RF signal used may be 433.92 MHz.

The RF communication scheme may also be used for communication between the vehicle 100 and the smart key 300 and may be configured such that a Smart Key (or Fob) 300 is transmitted to the vehicle 100 Lt; RTI ID = 0.0 > RF) < / RTI >

Here, the smart key system uses a passive entry function for opening / closing the door (door lock / unlock) or the trunk of a driver holding a smart key using LF / RF (Low Frequency / Radio Frequency) communication, And a passive engine starter function for setting the engine speed.

Meanwhile, the IMD 400 may periodically communicate with external diagnostic devices (e.g., at intervals of 10 to 30 seconds) so that the IMD may operate normally or externally. The frequency band used may be, for example, a Medical Device Radiocommunications Service (MDRS) band as described above. That is, the wireless communication frequency band used for communication between the IMD and the external diagnostic device may be the same as or overlapped with the RF communication band used in the vehicle. Therefore, the signal that the IMD periodically transmits can be detected by the RF antenna and receiver of the vehicle 100. [

In other words, the vehicle is provided with an RF antenna and an RF receiver for communication with the charging device or the ground assembly 200 and the smart key 300, and in the present invention, using the RF antenna and the RF receiver, The presence of an IMD located in or around the vehicle can be detected.

In the present invention, when the vehicle senses the IMD signal, the charging device notifies the charging device that the charging device can control the charging output provided to the vehicle. Further, the vehicle periodically monitors whether or not the IMD signal is detected, and informs the charging device when the IMD signal is no longer detected so that the charging device can reset the charging output to the original value to perform charging .

In the present invention, by recognizing the IMD signal and adjusting the charging output of the wireless charging system of the EV, it is possible to protect the IMD user at the same time as the EMF (electromagnetic field or electromotive force) exposure regulation defined by the related standard is free.

A charging control method according to an embodiment of the present invention is a charging control method that can be applied when a user of an implantable medical device aboard an electric vehicle.

Referring to FIG. 6, when the IMD user first opens the car door and carries the car, the car can perform a GA search to determine whether or not a GA exists. The control unit 110 of the vehicle controls the LF transmitter to transmit the LF magnetic field and the LF antenna ID. When the vehicle 100 detects a response signal from the GA 200, the presence of the GA can be confirmed. The vehicle can also verify the presence of the IMD by detecting a Request signal transmitted from the IMD.

When the vehicle receives the wireless charge start command, charge control can be performed according to the presence of the GA and the presence of the IMD.

When a response signal from the GA and an IMD signal are detected, the VA can limit the charge output and notify it to the GA. Typical charging power may refer to the charging power used in a typical charging process when there is no IMD in or near the vehicle. Typical charging power may also be the charging power defined in accordance with the charging standards SAE J2954, ISO 19363 and IEC 61980.

According to the present invention, charging power can be limited to a level of 10% to 80%, based on the typical charging power defined in this charging standard. Typical charging power according to the charging standards SAE J2954, ISO 19363, and IEC 61980 may vary depending on the WPT power class and may be set, for example, to 3.3 kW, 7.7 kW, 11 kW, and so on. If the limit of the charge output is set, for example, the charge output may be limited to 80% of a typical charge power of 3.3 kW and 80% of 7.7 kW.

On the other hand, when the GA response signal is detected and the IMD signal is not detected, normal charging can be performed. If the GA response signal is not detected and the IMD signal is detected, the VA may enter sleep mode.

7 is a conceptual diagram of charge control according to an embodiment of the present invention that may be applied when the IMD user is located in the vicinity of a wireless power transmission system.

The embodiment of Fig. 7 is an embodiment in which the IMD user approaches the vehicle while the vehicle is being charged by radio.

At this time, the vehicle can sense a signal from the IMD through the vehicle's RF antenna and receiver. When the IMD signal detection is confirmed, the control unit can limit the charging output of the VA.

Thereafter, if the IMD signal is no longer detected, the VA can release the charge output limit and return to a normal charge state.

Fig. 8 is a diagram comparing the frequency spectrum of the IMD frequency and the vehicle RF signal.

Referring to FIG. 8, the frequency used in the medical device may have a frequency spectrum of 300 MHz to 1 GHz. The 402 MHz to 405 MHz frequency bands may be used for medical implant communica- tions and low-power active medical implants and accessories. In addition, the frequency band of 434.79 MHz to 433.05 MHz may be used for general telemetry and telecommand, which are low power of the license-exempt band.

In addition, a biomedical telemetry device may have a frequency range of 470-668 MHz, and a general telemetry and telecommand may have a frequency range of 433.05-434.79 MHz. In addition, biomedical telemetry operations in hospital and telemetry operations at the recovery center may have frequency ranges of 460.6875-460.8025 MHz and 465.6625-465.8625 MHz, respectively.

On the other hand, the frequency spectrum of the vehicle RF signal is 433.92 ± 0.04 MHz, which is within the range of the frequency band used for the telemetry and telecommand of the medical device.

As the frequency band of the RF telemetry used for the IMD to communicate with the external diagnostic device overlaps with the frequency spectrum of the vehicle RF signal, the RF receiver of the vehicle according to the present invention transmits only the RF signal received from the GA and the smart key Alternatively, signals received from the IMD can also be received and processed.

9 is a conceptual diagram of an IMD monitoring system.

9, the implantable medical device 400 may store its own information, disease and treatment information for the patient and the patient, information related to the intervening medical center, history of the patient's condition, treatment history, and the like .

At least a portion of the information stored by the implantable medical device is transmitted to a central database located at a medical center or the like via a remote transmitter. At this time, communication using RF telemetry can be performed between the implantable medical device and the remote transmission device. The apparatus for controlling a charge of a vehicle or a vehicle according to the present invention can detect the presence of an IMD by receiving an RF signal generated and transmitted periodically by an implantable medical device.

The data transferred to the central database is provided to the medical staff, and the medical staff can perform the prescribing change and the treatment action for the patient, if necessary, through the analysis of the transmitted data.

10 is an operational flowchart of a charge control method according to an embodiment of the present invention.

The charging control method shown in Fig. 10 can be performed by at least one of the charging device and the vehicle.

Referring to FIG. 10, if the user wishes to perform a wireless charging by boarding an electric car, a boarding operation can be performed after the door is opened. The vehicle can recognize the boarding of the user by detecting door opening (S1001).

The vehicle recognizing the boarding of the user can transmit the LF magnetic field for searching the GA (S1002).

The vehicle detects a response from the GA with respect to the LF magnetic field transmitted by itself (YES in S1010), detects the RF signal transmitted from the IMD (YES in S1020), restricts charging output of VA The charging efficiency limitation may be performed (S1021).

Upon receipt of a wireless power transfer (WPT) start command from the user (S1030), an LF alignment sequence is performed to align the transmitting and receiving pads (S1031), and wireless charging is performed according to the limited charging output (S1032).

On the other hand, if a response is received from the GA (YES in S1010), if the signal from the IMD is not detected (NO in S1020) (S1030, S1031, S1032).

In addition, if a response is not received from the GA but a signal from the IMD is detected, since the wireless charging is not in progress, the VA may enter a sleep mode (S1011). VA may wake up from the sleep mode if necessary (S1012) and repeat the above-described steps S1001 to S1030.

If it is confirmed that the wireless charging is not started (NO in S1030), the VA may enter the sleep mode (S1011). When the wireless charging procedure is started, the LF sorting sequence (S1031) and wireless charging (S1032) may proceed.

On the other hand, when the vehicle senses an RF signal from the IMD during wireless charging (YES in S1040), the vehicle recognizes that the IMD user is passing around, and may limit the charging output of VA (S1041). If the IMD signal is no longer detected (NO in S1040), the wireless charging is performed without limitation of the charging efficiency, that is, the charging output is not limited (S1032)

The operation sequence of the charging method shown in Fig. 10 is merely an example, and the steps of detection of the IMD signal, detection of the LF magnetic field, and the like may be performed at the same time or may be performed at the same time, can be changed.

Further, the IMD signal detection may be performed by the vehicle and notified to the charging device. The subject determining the limitation of the charging output may be a vehicle or a charging device that has received relevant information from the vehicle.

On the other hand, when the charge control method shown in Fig. 10 is performed by an electric vehicle, such a charge control method includes: detecting a signal transmitted from an implantable medical device (IMD); Determining a charge output limitation according to whether a signal is detected from the implantable medical device; Transmitting charging output restriction related information to the charging device; And receiving power delivered from the charging device.

The charge control method performed by the electric vehicle may further include transmitting a LF (Low Frequency) magnetic field and detecting a response to the LF magnetic field from the charging device.

Here, the signal transmitted from the implantable medical device (IMD) may be an RF (Radio Frequency) signal. Further, the charge output limit related information may include information on whether to limit the charge output and the charge output limit ratio, and the charge output limit ratio may be set to a ratio of the limited charge output to the normal charge power . Typical charging power may be defined according to at least one of the following standards: Society of Automotive Engineers (SAE) J2954, International Organization for Standardization (ISO) 19363, and IEC (International Electrotechnical Commission) 61980.

11 is a block diagram of an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 11, an electric vehicle 100 according to the present invention may include at least one processor 110 and a memory 120. The electric vehicle 100 may also include a communication module 130 and a vehicle assembly 140.

The communication module 130 is a module for performing communication with a charging device, a smart key, and an implantable medical device, and may include an LF module and an RF communication module. The LF module includes an LF antenna and can transmit an LF signal with a smart key. The LF module can also activate by emitting the LF magnetic field. The RF communication module includes an RF antenna and communicates with the smart key and the GA, and can detect and process the RF signal transmitted by the implantable medical device.

Vehicle assembly (VA) 140 is an in-car charging module, including a receiving pad associated with a transmitting pad of a charging device, to receive power output via a transmitting pad.

The memory 120, on the other hand, stores instructions for instructing the at least one processor to perform at least one instruction, wherein the at least one instruction is based on a signal input via the communication module, IMD) < / RTI > An instruction to determine a charge output limitation according to whether or not a signal is detected from the implantable medical device; And instructions for the communication module to transmit the charging output restriction related information to the charging device.

12 shows a frame structure of an LF communication which can be applied to the present invention.

As shown in FIG. 6, the LF (Low Frequency) communication method can be utilized for bidirectional communication between the vehicle and the smart key together with the RF communication method.

Specifically, the LF communication system uses a transmission frequency band of 125 KHz ± 0.5 KHz. LF communication can use PWM (Pulse Width Modulation) or OOK (On-Off Keying) as a modulation scheme, and can have the frame structure shown in FIG. One frame may have a length of 50 to 200 ms, and the length of each field may vary depending on the application or function of the LF antenna.

13 shows a frame structure of an RF communication that can be applied to the present invention.

As shown in FIG. 6, the RF (Radio Frequency) communication method can be utilized for the two-way communication between the vehicle and the smart key together with the LF communication. The RF (Radio Frequency) communication method is also a communication method used when the IMD transmits a signal to an external device. Thus, the RF communication module of the vehicle can receive and process both the smart key and the signal transmitted by the IMD.

Specifically, the RF system can use a transmission frequency band of 433.92 MHz ± 0.04 MHz. RF communication can use FSK (Frequency Shift Keying) as a modulation scheme, and can have the frame structure shown in FIG. One frame may have a total length of 437.6 ms ± 10%, and the length of each field may vary depending on the use purpose or function of the RF antenna.

FIG. 14 is a diagram showing a timing cycle of a pacemaker applicable to the present invention. FIG.

Referring to FIG. 14, the pacemaker, which is an example of the IMD considered in the present invention, may have a basic interval, a basic rate, and a ventricular refractory period (VRP) as related time elements.

The default interval represents the interval between two ventricular pulses or two sensed ventricular events and may be determined by the base rate. That is, the relationship of the basic interval = 60.000 / rate can be established. The ventricular refractory period (VRP) may be from 200 ms to 250 ms, with the period of sending a new beating signal immediately after the ventricular beating.

For example, when the vehicle according to the present invention detects a signal of the type shown in FIG. 14 from a signal received through the RF communication module, it can be determined that the signal is generated and transmitted from the pacemaker.

15 is a block diagram of a charging apparatus according to an embodiment of the present invention.

15, a charging device 200 according to the present invention includes at least one processor 210 and a memory 220 for storing instructions for instructing the at least one processor to perform at least one instruction can do.

The charging device 200 may also include a ground assembly 240, and a communication module 230 in communication with the electric vehicle. The communication module 230 can communicate with the electric vehicle using an RF communication method.

The ground assembly 240 is a power transmission module that includes a transmission pad interlocked with a reception pad of an electric car, and supplies electric power to an electric car through a transmission pad.

At least one instruction executed by the instructions stored in the memory (220) comprises: detecting a magnetic field emitted by the electric vehicle; A command to transmit to the electric vehicle a response signal to the magnetic field transmitted by the electric vehicle; Receiving from the electric car charging-output restriction-related information set in accordance with whether or not an implantable medical device (IMD) is present around the electric vehicle; And supplying power to the electric vehicle according to the charging output restriction related information.

Here, the magnetic field transmitted by the electric vehicle may be an LF (Low Frequency) magnetic field.

The operation of the method according to an embodiment of the present invention can be implemented as a computer-readable program or code on a computer-readable recording medium. A computer-readable recording medium includes all kinds of recording apparatuses in which data that can be read by a computer system is stored. The computer-readable recording medium may also be distributed and distributed in a networked computer system so that a computer-readable program or code can be stored and executed in a distributed manner.

Also, the computer-readable recording medium may include a hardware device specially configured to store and execute program instructions, such as a ROM, a RAM, a flash memory, and the like. Program instructions may include machine language code such as those produced by a compiler, as well as high-level language code that may be executed by a computer using an interpreter or the like.

While some aspects of the invention have been described in the context of an apparatus, it may also represent a description according to a corresponding method, wherein the block or apparatus corresponds to a feature of the method step or method step. Similarly, aspects described in the context of a method may also be represented by features of the corresponding block or item or corresponding device. Some or all of the method steps may be performed (e.g., by a microprocessor, a programmable computer or a hardware device such as an electronic circuit). In some embodiments, one or more of the most important method steps may be performed by such an apparatus.

In embodiments, a programmable logic device (e.g., a field programmable gate array) may be used to perform some or all of the functions of the methods described herein. In embodiments, the field programmable gate array may operate in conjunction with a microprocessor to perform one of the methods described herein. Generally, the methods are preferably performed by some hardware device.

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 invention as defined in the appended claims. It can be understood that it is possible.

100: electric vehicle 110: processor
120: memory 130: communication module
140: vehicle assembly (VA) 200: charging device (GA)
210: processor 220: memory
230: communication module 240: ground assembly
300: Smart key 400: Implantable medical device (IMD)

Claims (20)

A charge control method performed by an electric vehicle supplied with electric power from a charging device,
Detecting a signal transmitted from an implantable medical device (IMD);
Determining a charge output limitation according to whether a signal is detected from the implantable medical device;
Transmitting charging output restriction related information to the charging device; And
And receiving power delivered from the charging device. The method according to claim 1,
Wherein the signal transmitted from the implantable medical device (IMD) is an RF (Radio Frequency) signal. The method according to claim 1,
Activating an LF (Low Frequency) magnetic field; And
Further comprising detecting a response to the LF magnetic field from the charging device. The method of claim 3,
Wherein the step of determining the charge output limitation according to whether or not a signal is detected from the implantable medical device,
And determining to limit the charging output when a signal from the implantable medical device and a response signal from the charging device are detected. The method according to claim 1,
Wherein the charging output limiting related information includes information on whether to limit the charging output and information on the charging output limiting ratio. The method of claim 5,
Wherein the charge output limiting ratio is set to a ratio of a limited charge output to a typical charge power. The method of claim 6,
The typical charging power is,
A Society of Automotive Engineers (SAE) J2954, an International Organization for Standardization (ISO) 19363, and an International Electrotechnical Commission (IEC) 61980. A communication module for detecting a signal transmitted from the implantable medical device;
A charging module including a reception pad interlocked with a transmission pad of the charging device, the charging module receiving power output through the transmission pad;
At least one processor; And
The memory storing instructions for instructing the at least one processor to perform at least one instruction,
Wherein the at least one instruction comprises:
Instructions for detecting the presence of an implantable medical device (IMD) based on a signal input via the communication module;
An instruction to determine a charge output limitation according to whether or not a signal is detected from the implantable medical device; And
And instructing the communication module to transmit charging output restriction related information to the charging device. The method of claim 8,
The signal transmitted from the implantable medical device (IMD) is an RF (Radio Frequency) signal. The method of claim 8,
Wherein the at least one instruction comprises:
Command to activate an LF (Low Frequency) magnetic field; And
And to detect a response to the LF magnetic field from the charging device. The method of claim 10,
Wherein the instruction to determine a charge output limit in accordance with whether or not a signal is detected from the implantable medical device,
And to determine to limit the charging output when a signal from the implantable medical device and a response signal from the charging device are detected. The method of claim 8,
Wherein the charge output limiting related information includes information on whether to limit the charge output and the charge output limit ratio. The method of claim 12,
Wherein the charge output limiting ratio is set to a ratio of a limited limited charge output to a typical charge power. 14. The method of claim 13,
The typical charging power is,
Defined by at least one of the Society of Automotive Engineers (SAE) J2954, the International Organization for Standardization (ISO) 19363, and the International Electrotechnical Commission (IEC) 61980. The method of claim 8,
Wherein the communication module communicates with the charging device using an RF (Radio Frequency) communication method. A communication module for communicating with an electric vehicle;
A power transmission module including a transmission pad interlocked with a reception pad of the electric vehicle, for supplying electric power to the electric vehicle through the transmission pad;
At least one processor; And
A memory that stores instructions that direct the at least one processor to perform at least one instruction,
Wherein the at least one instruction comprises:
Detecting a magnetic field activated by the electric vehicle;
Transmitting a response signal to the magnetic field to the electric vehicle;
Receiving from the electric car charging-output-limiting-related information set in accordance with whether or not an implantable medical device (IMD) exists in or around the electric vehicle; And
And supplying electric power to the electric vehicle according to the charging output restriction related information. 18. The method of claim 16,
Wherein the charge output limiting related information includes information on whether to limit the charge output and the charge output limit ratio. 18. The method of claim 17,
Wherein the charge output limiting ratio is set to a ratio of a limited charge output to a typical charge power. 19. The method of claim 18,
The typical charging power is,
The Society of Automotive Engineers (SAE) J2954, the International Organization for Standardization (ISO) 19363, and the International Electrotechnical Commission (IEC) 61980. 18. The method of claim 16,
The magnetic field activated by the electric vehicle is an LF (Low Frequency) magnetic field,
Wherein the communication module communicates with the electric vehicle using an RF communication method.

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