KR20200048211A - Electric vehicle charging system - Google Patents

Abstract

The present invention relates to a system of charging electric vehicles. The system of charging electric vehicles according to an embodiment of the present invention comprises: a frame installed to charge an electric vehicle of a parking lot; and one or more chargers installed on an upper part of the frame and converting alternating current supplied from a power supply unit into direct current to supply the same to the electric vehicle. The one or more chargers may be installed to be able to move in a longitudinal direction along one or more rail bars installed on the frame. According to the present invention, a plurality of chargers are installed in a space where a plurality of electric vehicles can be parked, and thus the electric vehicles can be charged at the same time, thereby allowing more users to charge electric vehicles more conveniently.

Description

Electric Vehicle Charging System {ELECTRIC VEHICLE CHARGING SYSTEM}

The present invention relates to an electric vehicle charging system, and more particularly, to an electric vehicle charging system capable of charging a plurality of vehicles in a space where a plurality of vehicles are parked.

As environmental regulations are strengthened worldwide, there is a trend to reduce energy costs, and accordingly, interest in electric vehicles is increasing. Many countries are trying to solve environmental problems such as air pollution by regulating automobile exhaust, and as a result, it is mandatory to supply eco-friendly electric vehicles.

In line with this trend, interest and research on eco-friendly vehicles have been conducted as part of low-carbon green growth. Particularly, as the spread of electric vehicles increases, interest in a charging infrastructure capable of charging batteries of electric vehicles is increasing. Since it takes some time to charge the electric vehicle, it is important to charge the electric vehicle when the vehicle is parked.

Accordingly, it is necessary to establish a facility for charging the electric vehicle while parking the electric vehicle in the parking lot.

However, the existing facilities for charging electric vehicles are limited, and even in the case of a parking lot where the charging equipment is installed, it is installed in a limited space, so when other vehicles are parked in the parking space, charging equipment is not used. There are a number of problems, such as a failure to do so.

Republic of Korea Patent Publication No. 10-2018-0014584 (2018.02.09)

The problem to be solved by the present invention is to provide an electric vehicle charging system that allows a user to more conveniently charge an electric vehicle in a space of a parking lot capable of charging the electric vehicle.

An electric vehicle charging system according to an embodiment of the present invention includes a frame installed to charge an electric vehicle in a parking lot; And one or more chargers installed on an upper portion of the frame and converting AC power supplied from a power supply unit into DC power to supply the electric vehicle, wherein the one or more chargers include one or more rail bars installed on the frame. Accordingly, it can be installed to be movable in the longitudinal direction.

The frame is composed of a vertical frame and a horizontal frame installed on top of the vertical frame, and includes first and second rail bars installed side by side in the horizontal frame, and the one or more chargers include the first and second rail bars. It can be placed on top.

Each of the first and second rail bars is formed with guide grooves in the longitudinal direction on the side surfaces, and the one or more chargers each have one or more moving parts installed at the bottom, and the moving parts are inserted into the guide grooves along the guide grooves. It may include a rotating wheel.

The one or more chargers may be a plurality, and one of the plurality of chargers may convert AC power supplied from the power supply unit into DC power, and supply the converted DC power to one or more of the plurality of chargers.

The plurality of chargers may include a battery inside.

One of the plurality of chargers may charge a battery included in the DC power converted from the power supply.

One or more of the plurality of chargers may receive the DC power converted by one of the plurality of chargers to charge the battery included therein.

The one or more chargers may include a battery therein, evaluate the state of charge of the battery, and track the state of charge of the battery through a process of comparing the evaluated state of charge with the initial state of charge of the battery.

According to the present invention, by installing a plurality of chargers in a space where a plurality of electric vehicles can be parked, it is possible to charge multiple electric vehicles at the same time, so that more users can more conveniently charge the electric vehicle. .

In addition, as one of the plurality of chargers is configured as the main charger, there is an effect of controlling multiple chargers through one main charger.

Moreover, multiple chargers can move within a certain range, so if there is something wrong with the charger you want to use, you can use other chargers nearby, so you can freely charge your electric vehicle by using one of the multiple chargers. have.

1 is a view showing an example of an electric vehicle charging system according to an embodiment of the present invention.
FIG. 2 is a view showing area A of FIG. 1.
FIG. 3 is a view illustrating region B of FIG. 2.
4 is a view for explaining a battery management system of an electric vehicle according to an embodiment of the present invention.
5 is a flowchart illustrating a control process of an electric vehicle charging system according to an embodiment of the present invention.
6 is a graph of current and voltage for explaining a control process of an electric vehicle charging system according to an embodiment of the present invention.
7 is a flowchart illustrating a charging sequence of an electric vehicle charging system according to an embodiment of the present invention.

With reference to the accompanying drawings, a preferred embodiment of the present invention will be described in more detail.

1 is a view showing an example of an electric vehicle charging system according to an embodiment of the present invention. FIG. 2 is a view showing area A of FIG. 1, and FIG. 3 is a view showing area B of FIG. 2. And Figure 4 is a view for explaining a battery management system of an electric vehicle according to an embodiment of the present invention.

1 to 3, the electric vehicle charging system 100 according to an embodiment of the present invention includes a frame 120, a first rail bar 132, a second rail bar 134, and first to It includes a fourth charger (142, 144, 146, 148) and the first to fourth charging wiring (152, 154, 156, 158).

The frame 120 may be provided to install the first to fourth chargers 142, 144, 146, and 148. In this embodiment, the first to fourth chargers 142, 144, 146, and 148 are installed on the upper part of the parking lot, as shown, and the frame 120 may be configured for this purpose.

In this embodiment, the frame 120 may be composed of a vertical frame and a horizontal frame, and a vertical frame may be installed to surround an area where an electric vehicle (Car) can be parked in a parking lot or the like, and an upper portion of the vertical frame In the horizontal frame can be installed.

In this embodiment, as described above, the frame 120 is described as being installed on the ground, but may be installed at another location as needed. For example, in the case of an indoor parking lot such as an underground parking lot, the frame 120 may be installed on the ceiling of the parking lot.

The first rail bar 132 and the second rail bar 134 may be installed side by side with the horizontal frame, and the first to fourth chargers may be installed on top of the first rail bar 132 and the second rail bar 134. (142, 144, 146, 148) may be installed. 2, the first rail bar 132 and the second rail bar 134 are guide grooves R in the longitudinal direction so that the first to fourth chargers 142, 144, 146, and 148 can move on the side surfaces. ) May be formed. Details of the guide groove (R) will be described later.

The first rail bar 132 and the second rail bar 134 are installed at the same height in parallel with the horizontal frame, and may be arranged to be spaced apart from each other by a predetermined distance.

The first to fourth chargers 142, 144, 146, and 148 receive power from the power supplied from the power supply unit 110 to charge the internal battery and supply the charged current to the electric vehicle (Car). You can charge an electric vehicle (Car). At this time, for this purpose, the first to fourth chargers 142, 144, 146, and 148 may be provided with first to fourth charging wirings 152, 154, 156, and 158, respectively. In the embodiment of the present invention, it is exemplified that four chargers and charging wirings are provided, but the scope of the present invention is not limited thereto, and the chargers and charging wirings may be four or less or four or more.

Here, the power supply unit 110 may be installed on the wall W, and the power supply unit 110 may supply AC power.

The first to fourth chargers 142, 144, 146, and 148 can each independently receive power from the power supply unit 110 to charge an electric vehicle Car. The power supplied from the power supply unit 110 is Since it is AC power, it is necessary to provide a device for converting AC power supplied to the first to fourth chargers 142, 144, 146, and 148 into DC power. In this embodiment, in order to configure the electric vehicle charging system 100 more efficiently, only the first charger 142 may be electrically connected through the power supply 110 and the main wiring 112.

And the first charger 142 may be electrically connected to the second to fourth chargers 144, 146, and 148, respectively. In some cases, the first charger 142 may be electrically connected to the second charger 144. The second charger 144 may be electrically connected to the third charger 146, and the third charger 146 may be electrically connected sequentially, such as to be electrically connected to the fourth charger 148. .

Therefore, the first charger 142 may be provided with a converter capable of converting AC power supplied from the power supply unit 110 into DC power. Therefore, the first charger 142 can charge the battery installed therein using the supplied AC power.

In addition, as the first charger 142 is provided with a converter that converts AC power into DC power, DC power output through the converter may be stored in a battery of the first charger 142. And the DC power output through the converter may be supplied to the second to fourth chargers 144, 146, and 148.

Accordingly, the second to fourth chargers 144, 146, and 148 may receive DC power from the first charger 142 to charge the batteries provided inside each. In addition, the second to fourth chargers 144, 146, and 148 may charge the battery of the electric vehicle Car by directly supplying the DC power supplied from the first charger 142 to the electric vehicle Car.

To this end, the second to fourth chargers 144, 146, and 148 are each provided with a battery, and a battery management system for managing the provided battery may be provided. Similarly, the first charger 142 may be provided with a battery management system therein.

The battery management system serves to ensure the safety and reliability of the battery that supplies power required for the driving system. As a battery included in an electric vehicle (Car), a battery pack composed of 288 lithium ion secondary battery cells is usually used. The battery pack is about 1.8 m long, weighs about 181 kg, and can store about 16 kWh of electricity. When using only such a battery pack, the cruising distance of the electric vehicle (Car) may be about 64 km. When the capacity of the battery approaches the lower limit, the engine is driven to generate electric power, and thus the cruising range can be increased to about 600 km or more.

In order to extend the life of the battery, it is important to maintain a constant state of charge (SOC). If the SOC is too low or high, the deterioration of the battery proceeds faster than when the SOC is maintained at an intermediate level. The appropriate SOC range can be confirmed by duplicating general experiments. Even when the battery cells are over-discharged, components may deteriorate and become irrecoverable. In addition, the charging voltage may be changed to an irreversible structure due to overheating of the battery cell when charging is performed beyond the red-blue value.

The battery management system improves driving distance and optimizes safety through optimization of battery control of an electric vehicle (Car). The battery management system may be divided into a battery management state (SOC) control so that the battery operates at an optimum efficiency point by judging each state of the battery and thermal management control to equally cool the weak battery in heat to realize the same performance.

The battery management system monitors voltage, current, and temperature to maintain the battery in an optimal state, and performs alarms and pre-safety prevention measures for the safe operation of the system. When charging and discharging the battery, it prevents overcharging and overdischarging, and maintains a uniform voltage between cells to drive energy efficiency and increase battery life. In addition, it is possible to store the alarm-related history by diagnosing the data preservation and system, and diagnosis through an external diagnostic system or a monitoring computer.

The rated voltage of a single cell of a typical Li-ion battery is 3.6V and the charging voltage is 4.2V. If it is connected in series, a voltage exceeding 600 V can be generated. At this time, when several cells are connected in series, if one of them fails or deteriorates, the entire battery pack is affected. Accordingly, the battery management system applied to the latest HEV or EV serves to prevent overcharging, overdischarging and overheating for each cell, and to optimize the life of each cell.

The battery management system achieves this by means of a cell balance that always maintains a uniform charge state. Moreover, the battery management system comprehensively analyzes various change factors to predict the remaining driving distance and provides the information to the upper ECU.

In connection with reference to FIG. 4, the battery management system will be described in detail. The battery management system includes an ECU body and a cell module. It is connected via an isolated CAN, and each cell module is connected to a cell stack. The cell module measures the voltage of each unit cell of the individual and starts discharge as necessary. As an example, a hybrid electric vehicle (Car) may use a high voltage battery of 180V to supply energy to a high power motor between the engine and the transmission to help the engine output. In addition, it is possible to reduce the torque loss of the engine required for driving by deleting the generator mounted on the engine through a method of charging the auxiliary battery by lowering the high voltage to 12V.

The hybrid electric vehicle (Car) may perform battery charging status, power limitation, cell balancing, and cooling control through communication with other systems in the vehicle, such as a hybrid controller and a motor controller. The ECU continuously monitors the battery charge state of the high voltage battery and can control charging and discharging in each driving mode according to the SOC.

In this embodiment, the first to fourth chargers 142, 144, 146, and 148 may each include a battery management system for managing the batteries included therein.

In addition, the first to fourth chargers 142, 144, 146, and 148 may be disposed above the first rail bar 132 and the second rail bar 134, as described above. In addition, the first to fourth chargers 142, 144, 146, and 148 are provided to be movable in the longitudinal direction from the top of the first rail bar 132 and the second rail bar 134, as shown in FIG. do. To this end, the first to fourth chargers 142, 144, 146, and 148 may be provided with one or more moving parts M at the bottom. The mobile unit M is provided with one or more in each of the first to fourth chargers 142, 144, 146, and 148, and is described in more detail by using the first charger 142 illustrated in FIGS. 2 and 3. do.

Two moving parts M may be provided on one side of the lower portion of the first charger 142, and a total of four moving parts M may be provided on opposite sides. The moving part M is inserted into the guide groove R formed in the first rail bar 132 and the second rail bar 134. Accordingly, the first charging unit may move in the longitudinal direction without being separated from the first and second rail bars 134.

Referring to FIG. 3, the moving part M includes a support bar B and a wheel wh. Support bar (B) is coupled to the lower portion of the first charger (142). And one side end of the support bar (B) may be coupled to rotate the wheel (wh). In addition, the wheel wh may be inserted into the guide groove R formed in the first rail bar 132. The guide groove (R) of the first rail bar 132 is formed inward along the longitudinal direction, as shown. At this time, the guide groove (R) may be provided with a stepped to prevent the wheel (wh) inserted into the guide groove (R) to escape to the outside. The stepped jaw is provided at the outer end of the inner surface of the guide groove R, and may be continuously provided along the longitudinal direction of the guide groove R.

Therefore, the wheel (wh) can be rotated without being disengaged within the guide groove (R) of the first rail bar 132, and the first charging part is connected to the first rail bar 132 by rotation of the wheel (wh). Accordingly, it can be moved in the longitudinal direction.

Although not shown, a guide groove R is formed in a position opposite to the guide groove R of the first rail bar 132 in the second rail bar 134, and the guide groove formed in the first rail bar 132 is formed. The same shape as that of (R) is formed.

Like the first charger 142, the second to fourth chargers 144, 146, and 148 are also provided with a moving portion M, so that the lengths from the top of the first rail bar 132 and the second rail bar 134 are provided. It can be moved along the direction.

As described above, as the first to fourth chargers 142, 144, 146, and 148 are provided to move along the first rail bar 132 and the second rail bar 134, the first to fourth chargers ( The 142, 144, 146, and 148 may be freely moved within a range in which the first rail bar 132 and the second rail bar 134 are installed.

That is, as an example, when the user parks the electric vehicle (Car) in a location where the second charger 144 is installed, if the amount of power charged in the battery of the second charger 144 is not sufficient, the third charger 146 ) Can be moved adjacent to the second charger 144 to charge the electric vehicle Car. At this time, when the third charger 146 is moved, the third charger 146 may be moved using the third charging wire 156 connected to the third charger 146. However, in this case, since the charging wiring is longer than necessary, inconvenience or safety problems may occur. Therefore, each charger is provided with the above-described battery management system, which is provided with a sensing sensor and a motor, so that a vehicle requiring charging can be automatically moved to a parked place. In this case, the third charger 146 automatically moves adjacent to the second charger 144, and the user can charge the vehicle using the third charging wire 156.

5 is a flowchart for explaining a control process of an electric vehicle charging system according to an embodiment of the present invention, and FIG. 6 is a current and voltage for explaining a control process of an electric vehicle charging system according to an embodiment of the present invention It is a graph for.

Referring to FIG. 5, a control process capable of tracking the state of charge (SOC) of the battery of the battery management system included in the first to fourth chargers 142, 144, 146, and 148 will be described.

First, an initial open circuit voltage (OCV) is measured (S101). At this time, SOC ₀ is calculated. This can be confirmed through the graph shown in (a) of FIG. 6. And to apply the test profile, the test profile may be a profile of the current (S103). In addition, the test profile may be a test profile section within a time t ₀ to t ₁ range, as shown in FIG. 6 (b).

When the test profile is applied in this way, there may be a rest for about 1 hour (S107), and at the same time, an evaluation of SOC may be performed (S105).

After the rest step for about 1 hour (S107), SOC ₁ is calculated by measuring the final OCV (S109). Accordingly, the error for the SOC is calculated using the SOCccc evaluated in step S105 and the calculated SOC ₁ (S111). Then, it is determined whether the calculated error for the SOC is less than 0.005 (S113). If the error for the calculated SOC is less than 0.005, tracking for the SOC is completed. However, if the error for the SOC is not less than 0.005, a current offset is added (S115). Then, when the current offset is added, the process returns to step S105 to evaluate the SOC again, and the process of calculating the error for SOC again in step S111 is repeated.

Here, the process of adding the current offset may be the same as the time t ₀ to t ₁ shown in FIG. 6C.

7 is a flowchart illustrating a charging sequence of an electric vehicle charging system according to an embodiment of the present invention.

Referring to FIG. 7, a charging sequence of a battery of a battery management system included in the first to fourth chargers 142, 144, 146, and 148 will be described. First, AC power AC is measured (S201). In addition, the measured AC power is used as a switching function for extracting sensing values of the window filter, the output Vdc, and the Idc. Accordingly, it can be operated as a constant current controller so that the power is turned off when the battery internal voltage and the setting value match.

In addition, when the initial operation starts, the internal voltage can be estimated by measuring voltage and current through voltage input and zero-crossing of the AC power stage. And charging can be made through the estimated internal resistance. Accordingly, it is possible to add a protection function that counts the specified limit voltage every four times to cut off the power when the value exceeds the reference value.

As described above, the detailed description of the present invention has been made by the embodiments with reference to the accompanying drawings, but the above-described embodiments are only described as preferred examples of the present invention, and the present invention is limited to the above embodiments only. It should not be understood, and the scope of the present invention should be understood as the claims and the equivalent concept described below.

100: electric vehicle charging system
110: power supply
112: main wiring
120: frame
132: first rail bar
134: second rail bar
142: first charger
144: second charger
146: third charger
148: fourth charger
152: first charging wiring
154: second charging wiring
156: third charging wiring
158: fourth charging wiring
M: Moving part
B: Support bar
wh: wheel
R: Guide groove
Car: Electric vehicle
W: Wall

Claims (8)

A frame installed to charge an electric vehicle in the parking lot; And
It is installed on the upper portion of the frame, and includes at least one charger for converting the AC power supplied from the power supply to DC power to supply to the electric vehicle,
The at least one charger is a charging system for an electric vehicle installed to be movable in the longitudinal direction along at least one rail bar installed on the frame. The method according to claim 1,
The frame is composed of a vertical frame and a horizontal frame installed on top of the vertical frame, and includes first and second rail bars installed side by side in the horizontal frame,
The at least one charger is a charging system for an electric vehicle disposed on the first and second rail bars. The method according to claim 2,
The first and second rail bars are formed with guide grooves in the longitudinal direction, respectively.
The one or more chargers are each provided with one or more moving parts,
The moving part is inserted into the guide groove, the charging system of an electric vehicle including a wheel that rotates along the guide groove. The method according to claim 1,
There are a plurality of one or more chargers,
One of the plurality of chargers is an electric vehicle charging system that converts AC power supplied from the power supply unit to DC power, and supplies the converted DC power to one or more of the plurality of chargers. The method according to claim 4,
The plurality of chargers is a charging system of an electric vehicle that includes a battery therein. The method according to claim 5,
One of the plurality of chargers is a charging system for an electric vehicle that charges a battery included in the DC power converted from the power supply unit. The method according to claim 5,
At least one of the plurality of chargers, the charging system of the electric vehicle to receive the DC power converted by one of the plurality of chargers to charge the battery included therein. The method according to claim 1,
The one or more chargers include a battery therein,
A charging system for an electric vehicle that tracks the state of charge of the battery by evaluating the state of charge of the battery and comparing the evaluated state of charge with the initial state of charge of the battery.

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