KR20190100654A - Reverse power device for vehicle - Google Patents

Abstract

The present invention relates to a vehicle back conveying apparatus, which comprises: a charging part which charges system electric power of an electric power system to an electric vehicle; a back conveying part which sends battery power of the electric vehicle back to the power system; and a kiosk provided with a power line electrically connected to the electric vehicle, wherein the charging part charges the electric vehicle using the power line, and the back conveying part sends the battery power back to the power system using the power line used by the charging part. In addition, the charging part is operated in a state in which the back conveying part is off and the back conveying part may operate in a state in which the charging part is turned off.

Description

VEHICLE TRANSFER DEVICE {REVERSE POWER DEVICE FOR VEHICLE}

The present invention relates to an apparatus for feeding back battery power of an electric vehicle to a power system.

An electric vehicle (EV) or a hybrid vehicle is installed with a battery, and a battery management system (BMS) is installed as a battery control system.

Currently, as part of the development of green technology, a lot of researches on electric vehicle charging systems have been conducted to increase the utility of electric vehicles as well as electric vehicles. However, the charging system that meets a variety of consumer needs as well as technical problems to be solved only to the development progress stage so far has not been popularized.

Korean Patent Publication No. 0275147 discloses a technology for transmitting a generator control signal and a generator status signal through the same transmission line, but does not show a content of transferring the battery power of the vehicle back to the power system.

Korean Registered Patent Publication No. 0275147

An object of the present invention is to provide a vehicle back conveying apparatus for conveying battery power of an electric vehicle to a power system.

Technical problems to be achieved by the present invention are not limited to the above-mentioned technical problems, and other technical problems not mentioned above will be clearly understood by those skilled in the art from the following description. Could be.

The vehicle back conveying apparatus of the present invention includes a charging unit for charging the electric power system power of the electric power system; A reverse transfer unit configured to transfer the battery power of the electric vehicle to the electric power system; A kiosk provided with a power line electrically connected to the electric vehicle, wherein the charging unit charges the electric vehicle by using the power line, and the back transfer unit uses the power line used by the charging unit as it is and the battery is connected to the power system. The power may be returned, and the charging unit may operate in a state where the reverse transfer unit is turned off, and the reverse transfer unit may operate in a state where the charging unit is turned off.

The vehicle back conveying apparatus of the present invention can convey the battery power of the electric vehicle by using the power line for charging the electric vehicle as it is.

Therefore, it is possible to carry back battery power without any additional equipment.

According to the present invention, hardware and control techniques can be provided that specifically realize the ISO / IEC 15118 interface.

According to the present invention, a vehicle back conveying apparatus having a specific configuration capable of supplying electric power stored in a battery provided in an electric vehicle to a power system may be provided.

1 is a schematic view showing a vehicle back conveying apparatus of the present invention.
2 is a schematic view showing the operation of the charging unit and the back-feeding unit.
3 is a schematic view showing a switching unit and a control unit of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In this process, the size or shape of the components shown in the drawings may be exaggerated for clarity and convenience of description. In addition, terms that are specifically defined in consideration of the configuration and operation of the present invention may vary depending on the intention or custom of the user or operator. Definitions of these terms should be made based on the contents throughout the specification.

1 is a schematic view showing a vehicle back conveying apparatus of the present invention.

The vehicle back conveying apparatus illustrated in FIG. 1 may include a charging unit 110, a back conveying unit 120, and a kiosk 130.

The charging unit 110 may charge the system power of the electric power system 70 to the electric vehicle 90. The grid power may include a grid built by the power provider, for example a commercial power source. The electric vehicle 90 may include any vehicle equipped with a battery. In particular, the electric vehicle 90 is advantageously a hybrid vehicle equipped with a large capacity battery or a vehicle that runs purely with electricity of the battery.

The back transfer unit 120 may return the battery power of the electric vehicle 90 to the power system 70. In general, it is normal that power flows from the power system 70 toward the electric vehicle 90 corresponding to the load of power consumption. According to the back conveyer 120, the battery power of the electric vehicle 90 may be reversely flowed in a reverse direction from the electric vehicle 90 toward the power system 70. The battery power may be power stored in a battery of the electric vehicle 90.

In view of the fact that power is also consumed in the process of power transmission, it is preferable to have a backfeed policy that enables efficient backfeeding.

The kiosk 130 may be disposed to face the electric vehicle 90 and have a power line 190 electrically connected to the electric vehicle 90. The kiosk 130 may include a separate structure or a connector to which the power line 190 is connected.

The charging unit 110 may be installed in the kiosk 130 or may be installed in a separate main power means 10. The charging unit 110 may charge the electric vehicle 90 by using the power line 190 of the kiosk 130.

The return unit 120 may be installed at the kiosk 130 or may be installed at the main power means 10 spaced apart from the kiosk 130. The back transfer unit 120 may transfer the battery power of the electric vehicle 90 to the power system 70 using the power line 190 of the kiosk 130 used by the charging unit 110 as it is.

According to the present invention, since the charging unit 110 and the back conveying unit 120 are provided together with respect to one kiosk 130, there is no need to provide a back conveying device separately from the charger.

In addition, since charging and backfeeding are performed using the power line 190 of the kiosk 130 in common, it is not necessary to provide a separate wire for backfeeding. In addition, since only one cable including the power line 190 is externally provided, the cable is easily arranged.

In order to prevent damage to the charging unit 110, the reverse transfer unit 120, the kiosk 130, the power line 190, and the electric vehicle 90, the charging unit 110 is in a state in which the reverse transfer unit 120 is off. Can work on Similarly, the back conveyer 120 may operate while the charging unit 110 is off.

On of the charging unit 110 may indicate a state in which the charging unit 110 is electrically connected to the power system 70 and the electric vehicle 90. The operation of the charging unit 110 may be performed regardless of whether the charging unit 110 is electrically disconnected from the power system 70 or the electric vehicle 90, or whether the charging unit 110 is electrically connected to the electric vehicle 90. This may indicate a stopped state.

The on of the back transfer unit 120 may indicate a state in which the back transfer unit 120 is electrically connected to the power system 70 and the electric vehicle 90. The off of the back conveyer 120 may be performed regardless of whether the back conveyer 120 is electrically disconnected from the power system 70 or the electric vehicle 90, or whether the back conveyer 120 is electrically connected to the electric vehicle 90. ) May indicate a stopped state.

According to the present exemplary embodiment, only one of the charging unit 110 and the backing unit 120 may be turned on at one time and the other may be turned off. Therefore, damage to the charging unit 110 and the reverse transfer unit 120 due to the electrical crosstalk is prevented, and the battery of the electric vehicle 90 can be protected.

The reverse transmitter 120 may perform wired communication with the electric vehicle 90 using a communication line or the power line 190 itself that forms an integrated cable together with the power line 190. The back conveyer 120 communicates with the electric vehicle 90 using the ISO / IEC 15118 interface, and the back conveyer 120 may be controlled according to the corresponding interface standard.

2 is a schematic view showing the operation of the charging unit 110 and the back-feeding unit 120. In the graph shown in FIG. 2, the x-axis is time t and the y-axis is output power Wh. In this case, the output power Wh of the y-axis may be replaced or converted to the amount of battery SOC (%) of the electric vehicle.

The electric vehicle 90 appearing in the vehicle back-lifting apparatus of the present invention may include a vehicle that is connected to the power line 190 for a longer time than the duration of the peak time period P among vehicles connected to the power line 190. For example, if the peak time period P is maintained for two hours from 12 to 14:00, the electric vehicle 90 may be connected to the power line 190 for longer than two hours.

The kiosk 130 of the present invention may be provided with an input unit. The input unit may be provided with a button for selecting the reverse mode. When the back transfer mode is selected by the user, the back transfer unit 120 may consider that the electric vehicle 90 connected to the kiosk 130 will be connected to the power line 190 for a longer time than the peak time period P.

The reverse transfer unit 120 may distinguish the peak time period P, which is expensive for the system power, and the swing time period S, which is cheap, for the system power. For example, the reverse transfer unit 120 may obtain the charge information of the system power for each time zone from the management server of the power system 70.

In some cases, the management server of the power system may include a server of a service provider such as demand management. The billing information of the grid power may include incentive information provided from the server of the service provider. The incentive information may include compensation information provided to the owner of the electric vehicle when the service capacity and the time zone suggested by the server of the service provider are satisfied.

The forwarding unit 120 may set a time period during which a fee that satisfies the reference value is charged as the peak time period P through analysis of the fee information. The reverse transfer unit 120 may set a time zone in which a fee that falls below a reference value is charged as the swing time zone S. FIG. As another example, the reverse transfer unit may set a time zone in which the set reward is provided to the peak time zone P through analysis of the incentive information. The reverse transfer unit may set a time zone during which the set reward is not provided as the swing time zone S.

The back transfer unit 120 may transfer the battery power of the specific electric vehicle 90 of which the charging amount is greater than or equal to the first set value 1st among the electric vehicles 90 connected to the kiosk 130 at the peak time P to the power system 70.

Even if the reverse mode is selected through the input unit, the reverse unit 120 may perform the reverse only when a specific condition is satisfied. As an example, the backward conveyance unit 120 may perform backfeeding only when the current time satisfies a specific time zone and the charging amount of the electric vehicle 90 satisfies a set value.

For example, (a) of FIG. 2 illustrates a charging and returning process for the electric vehicle 90 connected to the kiosk 130 at the swing time S. FIG.

If the time point t1 in which the electric vehicle 90 is connected to the kiosk 130 through the power line 190 is a swing time S, a charging operation may be performed instead of the reverse transfer. For example, the charging unit 110 may be turned on and the back conveyer 120 may be turned off. By turning on the charging unit 110, system power, for example, 220V AC power, may be directly input to the electric vehicle 90. Alternatively, the system power converted into direct current by the first converter 111 provided in the charging unit 110 may be input to the electric vehicle 90.

By the operation of the charging unit 110, the electric vehicle 90 connected to the kiosk 130 at a time t1 may be charged to a first set value of 1st or more.

When the swing time slot S is changed to the peak time slot P during charging, the reverse transporter 120 may check whether the charging amount of the electric vehicle 90 satisfies the first set value 1st. When the current time satisfies the peak time period P, and the charging amount of the electric vehicle 90 connected to the kiosk 130 satisfies the first set value 1st, the backfeeding unit 120 may return the battery power to the power system 70. have. The amount of power stored in the battery of the electric vehicle 90 may be gradually reduced by the reverse of the battery power.

For the normal operation of the electric vehicle 90 and the protection of the battery, the charge amount of the battery may be maintained at the second set value 2nd or more.

Therefore, when the charging amount of the specific electric vehicle 90 is reduced due to the backfeed and satisfies the second setting 2nd, the backfeeder 120 may stop the backfeed.

The charging unit 110 may maintain a state in which charging of the specific electric vehicle 90 is stopped during the peak time period P in order to avoid being charged. The charging unit 110 may charge the specific electric vehicle 90 when the peak time P is changed to the swing time S.

FIG. 2B illustrates a case where the time t2 at which the electric vehicle 90 is connected to the kiosk 130 through the power line 190 is the peak time period P, and the charging amount of the electric vehicle 90 is equal to or greater than the first set value 1st.

In this case, the back conveyer 120 may perform back conveyance for the electric vehicle 90 that satisfies both the peak time period P and the first set value 1st. As shown in FIG. 2A, when the second set value 2nd of the charging amount of the electric vehicle 90 is satisfied due to backfeeding, both the backfeeding unit 120 and the charging unit 110 may be turned off. Due to the off of the transfer unit 120 and the charging unit 110, the charging amount of the electric vehicle 90 is maintained at the second set value 2nd during the peak time period P. The charging unit 110 may charge the electric vehicle 90 when the peak time P is changed to the swing time S. FIG.

From the point of view of the power system 70, the amount of power returned from one electric vehicle 90 can be very small. It is advantageous for the power system 70 to ignore the slight back-feed power. Therefore, the amount of power of the battery that is returned to the power system 70 by the back-transmitter 120 should satisfy the threshold (lower limit) amount of power that is acceptable in the power system 70. The reverse transfer unit 120 may set the first set value 1st within a range satisfying the threshold power amount based on the second set value 2nd. Accordingly, even if the charging amount of the electric vehicle 90 connected to the power line 190 is higher than the second setting value 2nd at the peak time period P, if the first setting value 1st is not satisfied, the backfeeding unit 120 may stop backfeeding. If the backfeed is made in this situation, the battery power is not accommodated in the power system 70 and is wasted in the transmission process.

For example, FIG. 2C illustrates a case where the charging amount of the electric vehicle 90 connected to the kiosk 130 at the peak time period P (time t3) is between the first setting value 1st and the second setting value 2nd. In this case, both the charging unit 110 and the back conveying unit 120 may be turned off. Accordingly, the electric vehicle 90 maintains the current state of charge until the peak time period P is over. If the peak time period P is changed to the swing time S, the charging unit 110 may charge the vehicle.

When the charging amount of the specific electric vehicle 90 connected to the power line 190 at the peak time period P (time t4) is less than the second setting value 2nd lower than the first setting value 1st, FIG. As shown in (d), the specific electric vehicle 90 may be charged until the second set value 2nd is satisfied. By charging, the charging amount of the specific electric vehicle 90 may gradually increase to satisfy the second set value 2nd. When the charging amount of the specific electric vehicle 90 satisfies the second set value 2nd by the charging of the charging unit 110, the charging unit 110 may maintain a state in which charging of the specific electric vehicle 90 is stopped during the peak time period P. FIG. When the peak time zone P is changed to the swing time zone S, the charging unit 110 may recharge the specific electric vehicle 90.

3 is a schematic diagram showing the switching unit 150 and the control unit 170 of the present invention.

Switching unit 150, the switching unit operating in the first mode for connecting the charging unit 110 and the power line 190 or the second mode for connecting the power transmission unit 120 and the power line 190 in the present invention The controller 170 for controlling the 150 may be provided.

The switching unit 150 may operate in only one operation mode of the first mode and the second mode at a time point.

According to the switching unit 150, since the phenomenon in which at least the first mode and the second mode are simultaneously performed is prevented, the battery of the charging unit 110, the reverse transfer unit 120, and the electric vehicle 90 may be protected from power crosstalk.

When neither the first mode nor the second mode is performed due to an error of the switching unit 150 or the control unit 170, there may be no big problem in safety. However, when the first mode and the second mode are simultaneously performed due to an error of the switching unit 150 or the control unit 170, the battery of the charging unit 110, the return unit 120, and the electric vehicle 90 is not only damaged. Fire may occur.

Therefore, the phenomenon in which the first mode and the second mode are simultaneously performed must be prevented.

A scheme for reliably preventing an abnormal short circuit mode in which the first mode and the second mode are simultaneously performed may be provided.

For example, the switching unit 150 may include a first charging switch 151 and a second charging switch 152 connected in series between the charging unit 110 and the power line 190. The switching unit 150 may include a first back transfer switch 153 and a second back transfer switch 154 connected in series between the back transfer unit 120 and the power line 190. The first charging switch 151 and the first backfeed switch 153 may be formed integrally.

According to the plurality of switches connected in series, a short circuit mode can be prevented due to the remaining switches that operate normally even if any one switch malfunctions.

Meanwhile, even when a plurality of switches connected in series are provided, a short circuit mode may occur when the controller 170 malfunctions. In order to prepare for a malfunction of the controller 170, the controller 170 may include a first controller 171 and a second charge switch 152 that control the first charge switch 151 and the first reverse switch 153 together. It may include a second controller 172 to control the second back transfer switch 154 together.

The first controller 171 may control the first charging switch 151 and the first back transfer switch 153 so that on-off is opposite to each other.

The second controller 172 may control the second charge switch 152 and the second back transfer switch 154 so that on-offs are opposite to each other. In this case, the on of each switch may indicate a state in which both ends of each switch are electrically connected, and the off of each switch may indicate a state in which both ends of each switch are electrically disconnected.

The first controller 171 and the second controller 172 respectively receive the charging switching command to induce the first mode and the reverse switching command to induce the second mode from the input unit, or independently of each other using the peak time zone data. Can be generated. As a result, since the first controller and the second controller have separate command lines from each other, malfunctions of the remaining controllers that operate normally by the wrong command provided from any one wrong controller can be prevented.

According to the above embodiment, even if an error occurs in some switches of the plurality of switches or an error occurs in some of the plurality of controllers, the short circuit mode in which the first mode and the second mode are simultaneously prevented can be reliably prevented.

In order to eliminate the error of some switches and the error of some controllers, maintenance of the member is required. In order to perform maintenance, the vehicle back conveying apparatus may be provided with a monitoring unit for monitoring the switching unit 150.

The monitoring unit may generate an error signal when the switching states of the first charging switch 151 and the second charging switch 152 are different from each other, or if the switching states of the first reverse switching and the second reverse switching switch 154 are different from each other. .

The kiosk 130 may be provided with an error output unit 139 for outputting an error signal. For example, the error output unit 139 may include a speaker and a display.

Meanwhile, the charging unit 110 and the backing unit 120 may be provided separately from the kiosk 130.

As an example, the charging unit 110 and the return unit 120 may be installed in separate main power means 10 connected to the kiosk 130 through one supply line 180.

The supply line 180 may be electrically connected to the power line 190 provided in the kiosk 130.

The charging unit 110 may be provided with a first converter 111 such as an AC / DC converter for converting system power corresponding to AC power into DC power.

The reverse transfer unit 120 may be provided with a second converter 121 such as a DC / AC converter for converting battery power corresponding to DC power into AC power.

The main power means 10 may be further provided with a switching unit 150 for electrically connecting any one of the first converter 111 and the second converter 121 to the supply line 180.

When the charging unit 110 having the first transducer 111, the back transfer unit 120 provided with the second transducer 121, the switching unit 150, and the control unit 170 are installed in the kiosk 130, the kiosk 130 is provided. It is difficult to miniaturize. In addition, there is an inconvenience to perform maintenance while looking for the kiosk 130 spaced apart from each other when an abnormality occurs. In addition, a problem arises in that commercial power lines must be installed in each kiosk 130.

According to the present exemplary embodiment, the charging unit 110 provided with the first transducer 111, the back conveying unit 120 provided with the second transducer 121, the switching unit 150, and the controller 170 together form one frame or substrate. Power module 100 installed in may be provided.

When the power module 100 is mounted on a bus bar provided in the main power means 10 in units of modules and only the supply line 180 connecting the output terminal 108 of the power module 100 and the kiosk 130 is prepared, the kiosk ( It is very easy to add 130). In addition, there is an advantage that the main power means 10 can be maintained in one stop.

When only the charging unit 110 is provided in the existing module, the module is simply transferred to the power module 100 provided with the charging unit 110, the backing unit 120, the switching unit 150, and the control unit 170. An apparatus may be provided.

Although embodiments according to the present invention have been described above, these are merely exemplary, and it will be understood by those skilled in the art that various modifications and equivalent embodiments of the present invention are possible therefrom. Therefore, the true technical protection scope of the present invention will be defined by the following claims.

10 ... Main power means 70 ... Power system
90 Electric Vehicle 100 Power Module
108.Output terminal 110 ... Charge
111 ... First converter 120 ... Return
121 ... Second Converter 130 ... Kiosk
139 Error output 150 ...
151 ... first charge switch 152 ... second charge switch
153 ... first reverse switch 154 ... second reverse switch
170 Control unit 171 First controller
172 second controller 180 supply line
190 ... power line

Claims (9)

Charging unit for charging the electric power of the grid of the electric power system;
A reverse transfer unit configured to transfer the battery power of the electric vehicle to the electric power system;
And a kiosk provided with a power line electrically connected to the electric vehicle.
The charging unit charges the electric vehicle using the power line,
The back-feeding unit transfers the battery power to the power system using the power line used by the charging unit as it is,
The charging unit is operated in a state in which the back conveying unit is off (off),
And the back conveying unit operates in a state where the charging unit is turned off.
The method of claim 1,
The reverse transfer unit communicates with the electric vehicle using a communication line or the power line itself to form an integrated cable together with the power line,
And the back conveying unit communicates with the electric vehicle using an ISO / IEC 15118 interface.
The method of claim 1,
The back transfer unit distinguishes between a peak time period in which the fee of the system power is high and a swing time period in which the fee of the system power is low,
And the back conveyer transfers the battery power of the specific electric vehicle whose charging amount is equal to or greater than a first set value among electric vehicles connected to the kiosk at the peak time period to the power system.
The method of claim 3,
If the charging amount of the particular electric vehicle is reduced due to the backfeed and satisfies a second set value, the backfeed stops the backfeed,
And the charging unit maintains a state of stopping charging of the specific electric vehicle during the peak time period, and charges the specific electric vehicle when the peak time period is changed to the swing time period.
The method of claim 1,
If the electric vehicle is connected to the power line during the peak period, the back conveying unit stops the back conveying when the amount of charge of the electric vehicle does not satisfy the first set value,
The charging unit charges the specific electric vehicle until the second set value is satisfied when the charging amount of the specific electric vehicle connected to the power line is lower than the second set value at the peak time period,
The charging unit maintains the state of stopping charging of the specific electric vehicle during the peak time period when the charging amount of the specific electric vehicle satisfies the second set value, and recharging the specific electric vehicle when the peak time period is changed to the swing time period. Vehicle conveying device.
The method of claim 1,
A switching unit is provided that operates in a first mode connecting the charging unit and the power line or a second mode connecting the back transfer unit and the power line.
And the switching unit operates in only one of the first mode and the second mode at a time point.
The method of claim 1,
A switching unit operating in a first mode connecting the charging unit and the power line or a second mode connecting the back-feeding unit and the power line, and a control unit controlling the switching unit,
The switching unit includes a first charging switch and a second charging switch connected in series between the charging unit and the power line, and includes a first back transfer switch and a second back transfer switch connected in series between the return unit and the power line. ,
The control unit includes a first controller for controlling the first charge switch and the first reverse switch together, a second controller for controlling the second charge switch and the second reverse switch together,
The first controller controls the first charging switch and the first backfeed switch such that on-off is opposite to each other,
The second controller controls the second charging switch and the second back transfer switch such that on-off is opposite to each other,
The first controller and the second controller respectively receive the charge switching command to induce the first mode and the reverse switching command to induce the second mode from an input unit, or generate independently of each other using data of a peak time zone. Vehicle backstop.
The method of claim 7, wherein
A monitoring unit for monitoring the switching unit is provided,
The monitoring unit generates an error signal when the switching states of the first charging switch and the second charging switch are different from each other, or when the switching states of the first reverse switching switch and the second reverse switching switch are different from each other.
And a kiosk provided with an error output unit for outputting the error signal.
The method of claim 1,
The charging unit and the back conveying unit are installed in separate main power means connected to the kiosk through one supply line,
The supply line is electrically connected to the power line provided in the kiosk,
The charging unit is provided with a first converter for converting the system power corresponding to the AC power to DC power,
The back transfer unit is provided with a second converter for converting the battery power corresponding to the DC power into AC power,
And the main power means is further provided with a switching unit for electrically connecting one of the first converter and the second converter to the supply line.

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