KR20190078550A - Charging apparatus for vehicles - Google Patents

Abstract

The present provides a charging device of which a structure is very simplified. The charging device comprises: an alternating current module in which alternating current power flows; and a power module connected to the alternating current module and having two power units which convert the alternating current power into charging power inputted to an electric vehicle. An output terminal of a first power unit and the output terminal of a second power unit, which are provided in the power module, are connected in parallel to each other. When a connection terminal, in which the output terminal of the first power unit and the output terminal of the second power unit are connected in parallel to each other, is defined, the power module can have a first output unit and a second output unit which are electrically connected to the connection terminal and can be electrically connected to different electric vehicles.

Description

{CHARGING APPARATUS FOR VEHICLES}

The present invention relates to a charging apparatus for charging an electric vehicle moving by electric power.

A battery is installed in an electric vehicle (EV) or a hybrid vehicle, and a battery management system (BMS) is installed as a battery control system.

As a part of the development of green technology, much research has been conducted on the charging system of the electric car in order to improve the utility of the electric car as well as the research on the electric car. However, until now, it is only in the development stage, so the charging system that meets various consumer needs as well as the technical problems to be solved is not spreading.

Korean Patent Registration No. 0275147 discloses a technique for transmitting a generator control signal and a generator status signal through the same transmission line. However, it has been disclosed that specific realization means for achieving a charging service, for example, a method for protecting a battery, And suggest ways to improve it.

Korean Patent Registration No. 0275147

An object of the present invention is to provide a charging device capable of distributing electric power to a plurality of electric vehicles or protecting an electric vehicle battery and facilitating expansion.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are not intended to limit the invention to the precise forms disclosed. Other objects, which will be apparent to those skilled in the art, It will be possible.

The charging device of the present invention includes an AC module through which AC power flows; And a power module connected to the AC module and having two power units for converting AC power into charging electric power input to the electric vehicle, wherein the output terminal of the first power unit and the output terminal of the second power unit, which are provided in the power module, Wherein when the output terminal of the first power unit and the output terminal of the second power unit are connected in parallel, the power module is electrically connected to the connection terminal, 1 output unit and a second output unit may be provided.

According to the present invention, since the power module is formed by only two power units and three or less switches, a charging apparatus with a very simple structure can be provided.

According to the present invention, since only two power units are connected in parallel to each other, a complicated connection structure of a web structure is not required according to the present invention. Therefore, there is a merit that failure does not occur well and maintenance is very easy.

Further, since a control unit for controlling the switches is provided in each of the power modules, each power module can operate independently of the other power modules. Therefore, it is very easy to add additional power modules, and the normal operation of the remaining power modules is assured regardless of addition or deletion of specific power modules.

In addition, the charging device of the present invention can distribute electric power to two electric vehicles using two electric power units provided in the electric power module, effectively protect the battery of a specific electric vehicle, and supply or not supply remaining surplus electric power to other electric vehicles .

1 is a schematic view showing a charging apparatus of the present invention.
2 is a graph showing an operation mode of the power module.
3 is a schematic diagram showing the power module of the present invention.
4 to 7 are schematic diagrams showing the operation of the power module.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The sizes and shapes of the components shown in the drawings may be exaggerated for clarity and convenience. In addition, terms defined in consideration of the configuration and operation of the present invention may be changed according to the intention or custom of the user, the operator. Definitions of these terms should be based on the content of this specification.

1 is a schematic view showing a charging apparatus of the present invention.

1 may include a power center 110, a kiosk 130,

The power center 110 can supply the charging power directly input to the electric vehicle 90. [ In one example, the power center 110 may receive commercial power (AC power) supplied from an external power source of the power supplier via a commercial line 170. The power center 110 can convert the input commercial power into charging power directly input to the electric vehicle 90. [ The electric vehicle 90 may include a hybrid vehicle that moves the vehicle using an electric vehicle, which is purely a motor only, and an engine and a motor.

The kiosk 130 may be separate from the power center 110. The kiosk 130 may be provided with a power line 180 connected to the power center 110 and a vehicle line 190 connected to the electric vehicle 90. [ The vehicle line 190 may be formed to be interchangeable with respect to the terminal portion 150 provided in the kiosk 130. The vehicle line 190 may be formed to correspond one-to-one to the power line 180. Two power lines can be connected between the kiosk and the power center if you want to have two car lines in one kiosk.

If the commercial power is supplied through the power line and the power module is provided in the kiosk, the vehicle line may be provided in a larger number than the power line.

The power line 180 and the vehicle line 190 may comprise cables provided with conductive leads surrounded by an insulator.

Since the kiosk 130 is disposed at a position facing the vehicle, the kiosk 130 can be installed outdoors in sunlight.

On the other hand, the kiosk 130 and the detachable power center 110 may be located in a room isolated from the outside. It is easy to install an air conditioning system that cools the power center 110 through a limited space in the room. As a result, since the efficiency reduction of the power center 110 due to the temperature rise is prevented, the power consumption of the power center 110 can also be reduced. In addition, a safety accident of the user due to access by the user can be prevented.

The power line 180 allows the kiosk 130 to be electrically connected to the power center 110. The kiosk 130 can be electrically connected to the electric vehicle 90 by the vehicle line 190. [ As a result, the power center 110 and the electric vehicle 90 can be electrically connected by the power line 180 and the vehicle line 190.

The kiosks 130 may be connected to a single power center 110 in a plurality of ways.

The kiosk 130 may receive charging power from the power center 110 via the power line 180 and may deliver the charging power to the electric vehicle 90 through the vehicle line 190.

The power center 110 may be provided with a plurality of connection terminals 115 to which the power line 180 is detachably connected.

The number of kiosks 130 connected to the power center 110 through the plurality of connection terminals 115 can be increased.

The power center 110 includes an AC module 309 through which AC power corresponding to commercial power flows and a power module 300 with two power units for converting AC power into charging power input to the electric vehicle 90 . The power module 300 may be electrically connected to the AC module 309 to receive AC power from the AC module 309.

Although the power center 110 and the kiosk 130 are described as being separate from each other, the power module 300 may be integrated with the power center 110 / kiosk 130 installed in the kiosk 130.

A control unit 370 for controlling the power module 300 may be provided. The controller 370 may be installed in the power module 300.

The controller 370 can grasp the difference between the contract power value set to be supplied to the electric car 90 and the protection electric power value for protecting the electric vehicle 90. [

The power module 300 can supply the electric power to the electric vehicle 90 by reducing the charging power by the surplus electric power k generated due to the difference between the contract power value and the protection electric power value.

The power module 300 can charge the electric vehicle 90 in one of a plurality of charging modes.

When the electric vehicle 90 is parked at a position facing the kiosk 130 and the vehicle line 190 of the kiosk 130 is connected to the electric vehicle 90, You can choose. If the charging mode is selected by the user, the power module 300 may operate in accordance with the selected charging mode.

As an example, the power module 300 may operate in one of a rapid mode, a medium speed mode, and a slow mode depending on the user's selection.

The power module 300 can basically supply the charging power according to the contracted power value of the operation mode selected by the user.

The contract power value of the medium speed mode is higher than the contract power value of the smooth mode and the contract power value of the rapid mode may be higher than the contract power value of the medium speed mode.

FIG. 2 is a graph illustrating an operation mode of the power module 300. FIG.

A contract power value matched to the charging mode can be set.

For example, the rapid mode may be a charging mode in which the electric vehicle 90 is charged at 50 kW. At this time, the contracted power value of the rapid mode may be 50 kW set in the rapid mode.

The medium speed mode may be a charging mode in which the electric vehicle 90 is charged at 30 kW. At this time, 30 kW set in the medium speed mode may be the contract power value in the medium speed mode.

The slow mode may be a charging mode in which the electric vehicle 90 is charged at 7 to 20 kW. At this time, 7 to 20 kW set in the slow mode may be the contract power value of the slow mode.

If the user desires the rapid mode, it is the same as if he wants to charge the electric car 90 with a contract power value of 50 kW. Accordingly, the power module 300 can charge the battery of the electric vehicle 90 at 50 kW corresponding to the contracted power value of the rapid mode.

The electric car 90 being charged in the rapid mode is likely to be continuously charged with the contracted power value of 50 kW up to the charge amount set by the user, for example, 100% charge amount, but the reality is different.

The electric vehicle 90 may be provided with a battery management system (BMS) for protecting and managing the battery.

The BMS can lower the power input to the battery of the electric vehicle 90 to a predetermined protection power value when the charged amount of the battery satisfies the preset value, in order to prevent the temperature of the battery from increasing, deteriorating, and preventing explosion.

There are two methods for lowering the electric power input to the battery of the electric vehicle 90 to the protection electric power value.

First, the charging power of the contract power value is input directly from the power center 110, and the BMS can lower the power value of the charging power to the protection power value. In this case, the surplus power k generated due to the difference between the contract power value and the protection power value may be wasted. Also, when the BMS malfunctions, the charging power of the contracted power value can be directly applied to the battery, and there is a risk of battery damage.

Next, the power center 110 can provide the charging power lowered to the protection power value in accordance with the state of the battery. According to the charging apparatus of the present invention, the charging power at the power center 110 itself is lowered to the protection power value, and the charging power of the protection power value can be provided to the electric vehicle 90. [

The control unit 370 can communicate with the electric vehicle 90 in order to grasp the protection power value or to determine the protection point at which the protection electric power value is required.

For example, a vehicle signal line connecting the electric vehicle 90 and the kiosk 130, and a power signal line connecting the kiosk 130 and the power center 110 may be provided.

At this time, the vehicle signal line may be installed in the vehicle line 190 or may be formed integrally with the vehicle line 190. The power signal line may be installed in the power line 180 or may be integrally formed in the power line 180. When the vehicle signal line and the power signal line are formed integrally with the vehicle line 190 and the power line 180, respectively, a power line communication network can be used.

The control unit 370 can communicate with the electric vehicle 90 through the vehicle signal line and the electric power signal line.

The control unit 370 can acquire battery-related information of the electric vehicle 90 through the communication with the electric vehicle 90, specifically, the BMS. The control unit 370 can grasp the protection time and the protection power value of the electric vehicle 90 through analysis of the battery-related information.

The power module 300 may adjust the charging power to one of the contract power value and the protection power value according to the battery related information.

The power module 300 can basically set the charging power to the contracted power value. The power module 300 can lower the charging power to the protection power value when the charging amount of the battery satisfies the set value.

For example, the power module 300 can supply the charging electric power of the contract power value to the electric vehicle 90. [ When the protection time is recognized by the control unit 370, the power module 300 can reduce the charging power to the protection power value in accordance with the protection time. At this time, the power module 300 may lower the charging power of the contracted power value to the protection power value, for example, by adjusting the current value.

For example, in the case of rapid charging in the graph of FIG. 2 having a current value A in the vertical axis, the power module 300 may supply 120 A of current to the electric vehicle 90 to satisfy the contracted power value.

When the charged amount of the battery which has been rapidly charged satisfies the preset value of 73%, the control unit 370, which has grasped the fact through communication with the electric vehicle 90, adjusts the charging electric power To the electric vehicle (90).

According to the present embodiment, since the surplus power k corresponding to the difference between the contract power value and the protection power value is not provided to the electric car 90, the burden on the electric vehicle 90 that processes the surplus electric power k is reduced and the surplus electric power k The damage of the battery due to the supply of the battery can be prevented.

Since the surplus electric power k itself is not produced from the position of the electric power center 110, unnecessary commercial electric power is not used. Further, the surplus electric power k can be supplied to another electric car 90 waiting for charging as required.

As an example, the power center 110 may be connected to a plurality of nodes using charging power. At this time, the node may include another kiosk 130 electrically connected to the power center 110, other electrical consumer products, and the like.

The control unit 370 can grasp a specific node requiring a surplus power k among the plurality of nodes.

If there is a particular node requiring a residue power k, the power module 300 may generate a power greater than the protection power value. For example, the power module 300 can generate the power satisfying the contracted power value as it is, even if the power module 300 enters the protection mode that provides the charging power of the protection contract value for the charging vehicle.

The power module 300 can supply some of the generated power to the electric car 90 as charging power and supply the remaining surplus power k to the specific node.

For example, the power module 300, which is supplying 120A to the specific electric car 90 according to the contracted power value, can reduce 120A to 60A according to the demand of the specific electric car 90. [ At this time, the remaining 60A related to the surplus power among 120A may not be produced. If there are other nodes requiring redundant power, the power module 300 may supply at least some of the remaining 60A associated with the surplus power to another node.

On the other hand, the charging amount of the battery from the initial charging time of the electric vehicle 90 may be a state in which the set value is satisfied. In this case, since the charging start time and the battery protection time coincide with each other, the charging power of the protection power value can be supplied to the electric car 90 from the beginning of charging.

At this time, the user who requests the rapid mode is in a state of charging the battery at a low speed despite paying a high cost. In this case, the control unit 370 may generate a notification signal indicating that the vehicle is to be charged with the protection power value, and may transmit the notification signal to the kiosk 130. The user who has confirmed the notification signal through the kiosk 130 can change the charging mode to the middle-speed mode or the slow-speed mode.

As shown in FIG. 2, there is a problem that the difference between the charging time of the rapid mode and the charging time of the middle-speed mode is reduced due to the protection power value for battery protection.

For example, when the battery is charged from 40% to 95%, the charge time of the electric vehicle 90 is 30 minutes and 19 seconds in the rapid mode in which 120A is supplied. In the case of the medium speed mode in which 60A is supplied, This charge time is 33 minutes and 48 seconds. In this case, it is inevitable that the loss of the user who has selected the rapid mode at an expense of cost is increased.

When the charging power including the surplus power is continuously supplied to the electric car 90 despite the elapse of the protection point, since the commercial power consumed in the power center 110 corresponds to the contracted power value, There is no way to do it.

However, according to the present invention, the power center 110 does not consume the commercial power as much as the surplus power in the power center 110, or the surplus power is provided to the other node, so that a profit is generated on the power center 110 side.

When the surplus power is generated, the controller 370 can reduce the cost due to the surplus power among the charging charges paid by the user.

On the other hand, each vehicle line 190 must be electrically connected in order to supply the surplus electric power k generated during the charging of the specific electric vehicle 90 to another node, that is, another electric vehicle 90 connected to the other vehicle line 190 . At this time, various problems may occur due to the wiring for electrically connecting the vehicle lines 190.

It is assumed that ten electric vehicles 90 are connected to one charging device.

The specific electric car 90 being charged at 50 kW corresponding to the rapid mode can enter the protection mode in which the surplus electric power k is generated. At this time, the surplus power k can be varied according to the protection power value as shown in the graph of FIG. At this time, the variable amounts of the protection power value and the surplus power k may be different for each vehicle type and charging mode. Therefore, it is practically difficult to reduce the amount of power or supply it to other nodes by extracting the correct surplus power k following the graph of Fig. 2 from the charging power.

Instead of accurately extracting the residue power k corresponding to the complex function, a method of dividing the residue power k into a plurality of steps by forming a plurality of power parts in reality can be provided.

For example, three pieces of electric power of 20 kW capacity can be formed, and a total electric power of 60 kW of three electric power parts can be supplied to the specific electric car 90. When the protection electric power value of the specific electric vehicle 90 satisfies a certain value, the combined electric power of the two electric power units 40 kW can be supplied to the specific electric vehicle 90. At this time, the power of 20kW of the remaining one power section can be used as surplus power. If the protection electric power value of the specific electric vehicle 90 is further lowered and satisfies another value, the electric power of 20 kW of one electric power unit can be supplied to the specific electric car 90. At this time, the combined power of the remaining two power units of 40 kW or the power of each power unit of 20 kW can be used as the surplus power.

As a result, a plurality of power units may be provided in order to separately provide the power of the contract power value and the power of the protection power value.

For example, to implement the 50 kW rapid mode, two 30 kW power units may be provided. In the rapid mode, 60 kW, which is the sum of two 30 kW electric power, can be supplied to the specific electric car 90. 60kW is satisfactory because it satisfies 50kW.

When the protection mode in which the redundant power value k is generated is triggered, only 30 kW output from one power unit is supplied to the specified electric car 90, and 30 kW output from the remaining power unit is supplied to the other electric car 90 as surplus power .

It is assumed that ten vehicle lines 190 are connected to the charging device. When the surplus power k is generated in the electric vehicle 90 connected to the first vehicle line 190, the surplus electric power k is freely supplied to one of the second to the 10th vehicle lines 190, so-called 'mesh network structure' It is easy to think that it is good.

However, the mesh network structure of the comparative example is hard to apply practically. This is because each vehicle line 190 must be connected in some way to the rest of the vehicle line 190. In the case where ten vehicle lines 190 are provided, 45 connection lines for electrically connecting the vehicle line 190 and the vehicle line 190 should be provided.

Since each connection line must be provided with a controllable switch in order to supply power to the appropriate vehicle line 190, 45 switches must be added.

It is difficult to know where a failure occurs in a mesh network structure in which a large number of connection lines and a large number of switches are required, and replacement work is also very difficult. In addition, a complicated process of electrically connecting each power unit provided in the power module 300 to the other power module 300 when the new power module 300 is connected is required.

As a result, the mesh network structure of the comparative example is very difficult to be practically used because the manufacturing cost is very high and maintenance and expansion are very difficult.

3 is a schematic diagram illustrating the power module 300 of the present invention.

To combat the complex mesh network structure, the power module 300 of the present invention may have only two power parts, not three or more power parts. One of the two power units will be referred to as a first power unit 311 and the other will be referred to as a second power unit 312. [

The output terminal of the first power section 311 provided in the power module 300 and the output terminal of the second power section 312 may be connected in parallel for processing power distribution or surplus power. In this case, a connection line, a connection node, or the like connecting the output terminal of the first power unit 311 and the output terminal of the second power unit 312 in parallel is defined as a connection terminal 390.

The power module 300 may be provided with a first output unit 351 and a second output unit 352 which are electrically connected to the connection end 390 and can be electrically connected to different electric vehicles 90.

According to the present embodiment, a power module 300 having a simple structure in which two power units and two output units connected in parallel can be provided.

When the electric vehicle 90 is connected to only one of the two output units, the summed electric power of the first electric power unit 311 and the second electric power unit 312 can be supplied to the electric vehicle 90.

The summed power of the first power unit 311 and the second power unit 312 can be distributed to the respective electric vehicles 90 by the connection unit 390 when the electric vehicles 90 are connected to the two output units .

According to the above charging apparatus, it is possible to perform manual control in which electric power distribution is performed depending on whether the electric vehicle 90 is connected to the output unit.

FIGS. 4-7 are schematic diagrams illustrating the operation of power module 300. FIG.

A scheme for processing the surplus power k while actively performing the power distribution can be added.

The power module 300 includes a first switch 331 disposed between the connection end 390 and the first output 351 and a second switch 332 disposed between the connection end 390 and the second output 352 A second switch 332 may be provided.

The charging device may be provided with a controller 370 for controlling the first switch 331 and the second switch 332. At this time, the controller 370 may be installed in the power module 300 for modularization of the power module 300.

The controller 370 can control each switch in one of a first mode, a second mode, and a third mode.

The operation of each switch for electrically connecting the connection end 390 to each output unit is defined as on and the operation of each switch for releasing the electrical connection between the connection end 390 and each output unit is turned off, .

The first mode may be a control mode in which the first switch 331 is turned on and the second switch 332 is turned off.

The second mode may be a control mode in which the first switch 331 is turned off and the second switch 332 is turned on.

The third mode may be a control mode in which the first switch 331 is turned on and the second switch 332 is turned on.

A basic mode in which both the first switch 331 and the second switch 332 are turned off can be added.

The first electric power of the first electric power unit 311 and the second electric power of the second electric power unit 312 are summed together by the first mode, .

And the second mode allows the summed power to be supplied to the second electric vehicle 92 electrically connected to the second output 352. [

And the summed power can be distributed to the first electric vehicle 91 and the second electric vehicle 92 by the third mode.

The first power unit 311 and the second power unit 312 can output power having a power value that is smaller than the largest contract power value among the plurality of charge modes and equal to or larger than the smallest contract power value among the plurality of charge modes .

For example, the first power unit 311 may output the first power having a power value that is smaller than the contracted power value of the rapid mode of 50 kW and equal to or higher than the contracted power value of the fast mode.

The second power unit 312 can output the first power having a power value that is smaller than the contracted power value of the rapid mode of 50 kW and equal to or higher than the contracted power value of the fast mode.

At this time, the power value of the first power and the power value of the second power are determined within a range where the power value of the sum power of the first power and the second power is larger than the contract power value (contract power value in the rapid mode) .

For example, the first power and the second power may each be 30 kW. In this case, it is possible to process two electric cars 90 (each providing 30 kW each) requiring a medium speed mode to one power module 300 or to process (provide 60 kW) one electric car 90 requiring a rapid mode, can do.

Alternatively, one of the first power and the second power may be 15 kW and the remainder may be 35 kW. In this case, one electric vehicle 90 requiring a medium-speed mode and one electric vehicle 90 requiring a full-speed mode are processed together with one power module, or one electric vehicle 90 requiring a rapid mode is processed .

It is assumed that the first power unit 311 and the second power unit 312 output 30 kW corresponding to the contracted power value in the medium-speed mode.

A first electric power line 181 or a first electric line 91 requiring a medium speed mode or a constant speed mode is electrically connected to the first output unit 351 through a first vehicle line and the second electric power line 182 or When the second electric vehicle 92 that requires the medium speed mode or the slow speed mode is electrically connected to the second output unit 352 through the second vehicle line, the controller 370 can operate in the third mode as shown in FIG. 5 have.

The combined electric power of 60 kW, which is the sum of the first power 30 kW of the first electric power unit 311 and the second electric power 30 kW of the second electric power unit 312, is applied to the first electric motor 91 and the second electric motor 92, As shown in FIG. If the load of the first electric car 91 and the load of the second electric car 92 are the same, the first electric car 91 and the second electric car 92 are supplied with 30 kW each, The contracted power value can be satisfied.

The control unit 370 is connected to the first output unit 351 of the first electric vehicle 91 and the second output unit 352 of the second electric vehicle 92 of which the charging order is lower than that of the first electric vehicle 91 , And can operate in the first mode as shown in FIG.

For example, when the first electric motor 91 connected to the first output unit 351 requests the rapid mode and the charging order is higher than that of the second electric motor 92 connected to the second output unit 352, the controller 370 May turn on the first switch 331 and turn off the second switch 332. [

The total power of 60 kW of the first power section 311 and the second power section 312 can be supplied to the first electric vehicle 91 electrically connected to the first output section 351 by the execution of the first mode . The combined power of 60 kW can satisfactorily satisfy the contracted power value of 50 kW in high speed mode.

The second electric car 92 having a low charging order due to the rapid mode of the first electric car 91 can wait until the charging of the first electric car 91 is completed.

If the second electric car 92 has a higher charging order than the first electric car 91 and requires a rapid mode, the controller 370 can operate in the second mode.

When the charging completion time of the first electric car 91 being charged in the rapid mode is 20 minutes, basically, the second electric car 92 has to wait 20 minutes until the charging is started. The controller 370 in the first mode can charge the battery of the second electric vehicle 92 when the charging of the first electric car 91 is completed, that is, after 20 minutes has elapsed, the controller 370 operates in the second mode.

On the other hand, according to the present invention, the charging start time of the second electric car 92 can be earlier than 20 minutes.

For example, the control unit 370 can change the first mode to the third mode when the protection mode of the battery is activated before the battery charge amount of the first electric vehicle 91 is in the first mode, .

For example, if the required amount is to charge the battery of the first electric vehicle 91 to 95%, the protection mode of the battery can be activated from the time when the battery charge amount satisfies 73%.

Due to the third mode, remaining surplus power other than the power received by the first electric car 91 can be supplied to the second electric car 92 waiting for charging. In the third mode, 30 kW, which corresponds to a part of the total power of 60 kW, of the first power and the second power all supplied to the first electric car 91, may be supplied to the second electric car 92.

The protection mode is activated earlier than the charging completion time 20 minutes of the first electric car 91, so that the second electric car 92 can receive power earlier than the expected waiting time.

On the other hand, if the third mode is directly executed at the start time of the protection mode, damage may occur to the first electric vehicle 91 having the charging priority. The protection power value tends to gradually decrease with time from the start time.

For example, if the protection mode is activated while receiving 50 kW of the total power of 60 kW, the acceptable power may gradually decrease in the order of 40 kW, 30 kW, and 20 kW in accordance with the lowering of the protective power value with time.

When the power that can be received by the first electric car 91 in the protection mode is 40 kW, when the third mode is executed, only 30 kW of the total power 60 kW is input, so that 10 kW is input less.

The controller 370 can change the existing first mode to the third mode only when the protection power value is less than half of the total power in the protection mode in order to reduce the damage of the electric car 90 having the charging priority.

The control unit 370 can maintain the third mode until the battery of the first electric vehicle 91 satisfies the required amount. When the battery of the first electric vehicle 91 is charged to satisfy the required amount, the controller 370 operates in the second mode and can provide all of the combined electric power to the second electric car 92. [

The control unit 370 can receive from the electric vehicle 90 connected to each output terminal whether or not the protection mode is activated for the battery being charged by the charging power. The controller 370 can control the first switch 331 and the second switch 332 according to whether the protection mode is activated or not.

The third switch 333 may be disposed between the output terminal of the first power unit 311 and the output terminal of the second power unit 312 at the connection end 390. At this time, the first output unit 351 may be electrically connected to one end of the third switch 333. The second output unit 352 may be electrically connected to the other end of the third switch 333.

If the third switch 333 is not provided, the problem as shown in Fig. 6 may occur.

The control unit 370 controls the first output unit 351 such that the first electric vehicle 91 that desires the rapid mode is connected to the first output unit 351 and the second output unit 352 is not connected to any electric vehicle 90, Mode.

The first electric power can be supplied to the first electric car 91 by the combined power of the first electric power and the second electric power of 60 kW.

When the battery protection mode of the first electric vehicle 91 is activated, the controller 370 may operate in the third mode to distribute the summed power. However, since the second electric unit 92 is not connected to the second output unit 352, the total electric power of 60 kW is supplied to the first electric car 91 as it is despite the execution of the third mode.

The third switch 333 may be used to match the case where only one of the two output units is connected to the electric vehicle 90. [

For example, when the first electric motor 91 is connected to the first output unit 351 and the second output unit 352 is not connected to any electric vehicle 90, , And can operate in the first mode. The control unit 370 turns on the third switch 333 until the protection mode is activated so that the parallel connection between the output terminal of the first power unit 311 and the output terminal of the second power unit 312 is maintained .

The total electric power of the first electric power and the second electric power of 60 kW can be supplied to the first electric car 91 by turning on the first mode and the third switch 333.

The control unit 370 turns off the third switch 333 to turn off the first power unit 311 when the protection mode of the battery is activated before the battery charge amount of the first electric vehicle 91 satisfies the required amount, And the output terminal of the second power unit 312 can be disconnected.

The first electric power of the first electric power unit 311 is supplied to the first electric car 91 due to the release of the parallel connection. The second electric power of the second electric power unit 312 is not consumed by the electric vehicle 90. [

3, AC module 309 may include a bus bar in which a plurality of power modules 300 may be installed. When the power module 300 is mounted on the bus bar, terminals may be provided to be electrically connected while being in contact with input terminals of the respective power units.

The power module 300 includes a first switch 331 disposed between the connection end 390 and the first output portion 351, a second switch 332 disposed between the connection end 390 and the second output portion 352, A control unit 370 for controlling the first switch 331 and the second switch 332 may be provided. The power module 300 may include a plate-shaped substrate that can be mounted on a bus bar. The first switch 331, the second switch 332, and the control unit 370 may be provided on the substrate.

The battery of the first electric vehicle 91 electrically connected to the first output unit 351 is protected by the control unit 370 or the first electric vehicle 91 electrically connected to the first output unit 351, The power distribution to the second electric car 92 electrically connected to the second output unit 352 can be performed.

Each of the power modules 300 connected in plural to the bus bar can be electrically disconnected (electrically disconnected from the output side) except for the bus bar.

The control unit 370 provided in the specific power module 300 among the plurality of power modules 300 connected to the bus bar may control the first switch 331 and the second switch 332 provided in the specific power module 300 regardless of the other power modules 300. [ The switch 332 can be independently controlled.

It is easy to add the power module 300 to the bus bar through the electrical disconnection between the power modules 300 and the independent control of the controller 370. [ This is because additional power modules 300 installed in or removed from the bus bar do not affect other power modules 300 installed in the bus bars.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the appended claims. Accordingly, the true scope of the present invention should be determined by the following claims.

90 ... electric car 110 ... power center
115 ... connection terminal 130 ... kiosk
150 ... terminal portion 170 ... commercial line
180 ... power line 181 ... first power line
182 ... second power line 190 ... vehicle line
300 ... Power module 309 ... AC module
311 ... first power unit 312 ... second power unit
331 ... first switch 332 ... second switch
333 ... third switch 351 ... first output section
352 ... second output section 370 ... control section
390 ... connection terminal

Claims (5)

An alternating current module through which alternating current flows;
And a power module connected to the AC module and having two power units for converting the AC power into charging power input to the electric vehicle,
An output terminal of the first power unit and an output terminal of the second power unit provided in the power module are connected in parallel,
When a connection end in which an output end of the first power unit and an output end of the second power unit are connected in parallel is defined,
Wherein the power module is provided with a first output unit and a second output unit electrically connected to the connection end and electrically connectable to different electric vehicles,
Wherein the AC module includes a bus bar in which a plurality of the power modules can be installed,
Wherein the bus bar is provided with a terminal electrically connected to an input terminal of the power unit when the power module is mounted,
Each of the plurality of power modules connected to the bus bar is electrically disconnected from each other except for the bus bar,
Wherein the power module includes a first switch disposed between the connection end and the first output unit, a second switch disposed between the connection end and the second output unit,
A control unit for controlling the first switch and the second switch is provided,
Wherein the control unit receives from the electric car connected to each output terminal whether or not the protection mode is activated for the battery being charged by the charging power and controls the first switch and the second switch in accordance with the activation of the protection mode,
The control unit controls each switch in one of a first mode, a second mode, and a third mode,
When the operation of each switch for electrically connecting the connection end and each output unit is defined as on and the operation of each switch for releasing the electrical connection between the connection end and each output unit is defined as off,
The first mode is a mode for turning on the first switch and turning off the second switch,
The second mode is a mode for turning off the first switch and turning on the second switch,
The third mode is a mode for turning on the first switch and turning on the second switch,
The summed power of the first power of the first power unit and the second power of the second power unit is supplied to the first electric vehicle electrically connected to the first output unit due to the first mode,
The second mode being such that the summed power is supplied to a second electric vehicle electrically connected to the second output,
The summed power is distributed and supplied to the first electric car and the second electric car due to the third mode,
The control unit operates in the first mode when the first electric vehicle is connected to the first output unit and the second electric vehicle having a lower charging rank than the first electric car is connected to the second output unit,
The control unit changes the first mode to the third mode when the protection mode of the battery is activated before the battery charge amount of the first electric vehicle satisfies the required amount while the first mode is being operated,
Wherein the control unit maintains the third mode until the battery of the first electric vehicle satisfies the required amount,
And the surplus power excluding the power received in the first electric car is supplied to the second electric vehicle waiting for charging due to the third mode.
The method according to claim 1,
Wherein the control unit changes the first mode to the third mode only when the protection power value of the protection mode becomes equal to or less than half of the sum power of the first power unit and the second power unit.
The method according to claim 1,
And a third switch disposed between the output terminal of the first power unit and the output terminal of the second power unit,
Wherein the first output unit is electrically connected to one end of the third switch,
The second output unit is electrically connected to the other end of the third switch,
The control unit operates in the first mode when the first electric vehicle is connected to the first output unit and the second output unit is in the standby state,
Wherein the control unit turns off the third switch when the protection mode of the battery is activated before the battery charge amount of the first electric vehicle satisfies the required amount to cause the output terminal of the first power unit and the output terminal of the second power unit to be in parallel Disconnect,
Wherein the control unit turns on the third switch until the protection mode is activated to maintain a parallel connection between the output terminal of the first power unit and the output terminal of the second power unit.
The method according to claim 1,
Wherein the first power section and the second power section output power having a power value that is smaller than a largest contract power value among a plurality of charging modes and is equal to or greater than a contracted power value of the plurality of charging modes,
The power value of the first power and the power value of the first power within a range where the power value of the sum power of the first power outputted from the first power section and the second power outputted from the second power section is larger than the contracted power value having the largest power, 2 < / RTI >
The method according to claim 1,
Wherein each of the power modules includes a first switch disposed between the connection end and the first output section, the second switch disposed between the connection end and the second output section, and the first switch and the second switch, The control unit is provided,
A first electric vehicle electrically connected to the first output unit and a second electric vehicle electrically connected to the first output unit and a second electric vehicle electrically connected to the first output unit, Power distribution is performed,
Wherein the control unit provided in the specific power module among the plurality of power modules connected to the bus bar independently controls the first switch and the second switch provided in the specific power module irrespective of other power modules.

Images