KR20210049048A - Electric car charging system - Google Patents

Abstract

The present invention relates to an electric vehicle charging system. An electric vehicle charging system according to an embodiment of the present invention comprises: a charging unit including at least one fast charger for performing fast charging and a plurality of slow chargers for performing slow charging; a plurality of charging sockets for outputting power supplied from the charging unit to a plurality of vehicles; and a control unit for allocating and distributing power supplied from the fast charger or the slow charger for each of the plurality of charging sockets. The control unit can determine the charging priority for the fast charging in which the fast charger supplies power to a specific socket among the plurality of charging sockets by reflecting an expected charging time and a scheduled departure time of the vehicle. Accordingly, the electric vehicle charging system can be operated more efficiently.

Description

Electric car charging system

The present invention relates to an electric vehicle charging system.

Globally, the market using eco-friendly energy is expanding, and in line with this trend, the automotive market is also moving from the existing internal combustion engine vehicle to the electric vehicle market.

As the electric vehicle market expands, a charging system for electric vehicles is also being developed.

However, in the electric vehicle charging market, the difference in charging time between the fast charger and the slow charger is large, and the difference in installation cost between the fast charger and the slow charger is large, so there is a management problem in operating the charging system using only the fast charger.

In addition, conventional electric vehicle charging systems are mostly systems that charge one vehicle with one charger, and the charging method is not flexible and has inefficient problems.

In other words, like a general gas station, the electric vehicle charging station also has a structure in which a plurality of chargers are arranged and the electric vehicle is charged in such a way that only one vehicle can be charged in each charger. have.

An object of the present invention is to provide an electric vehicle charging system.

An electric vehicle charging system according to an exemplary embodiment of the present invention includes: a charging unit including at least one fast charger for performing fast charging and a plurality of slow chargers for performing slow charging; A plurality of charging sockets for outputting power supplied from the charging unit to a plurality of vehicles; And a control unit for allocating and distributing power supplied from the rapid charger or the slow charger to each of the plurality of charging sockets, wherein the control unit reflects the estimated time required for charging and the scheduled departure time of the vehicle, The fast charger may determine a charging priority for fast charging for supplying power to a specific socket among the plurality of charging sockets.

After the first vehicle is connected to any one of the plurality of charging sockets, the control unit receives the estimated unloading time of the first vehicle, measures the estimated charging time of the first vehicle, and measures the estimated charging time of the first vehicle. When charging the first vehicle can be completed within the scheduled departure time by calculating an available charging time for one vehicle, the quick charging schedule may be reallocated for all charging vehicles including the first vehicle.

The control unit may calculate a chargeable time for the first vehicle by reflecting a difference value between the unloading time and the remaining charging time of each vehicle that is already being charged through the plurality of charging sockets.

After reallocating the quick charging schedule, the control unit may display an estimated charging completion time for the first vehicle and start charging for the first vehicle.

When it is impossible to complete charging of the first vehicle within the scheduled time for taking out the vehicle, the control unit may output a charging impossibility indication and enter a charging standby state.

The control unit determines whether it is possible to yield to at least one of the vehicles that are already being charged through the plurality of charging sockets when it is impossible to complete the charging of the first vehicle within the scheduled departure time. The quick charging schedule can be reassigned for all charging vehicles including 1 vehicle.

When the charging time for the first vehicle is insufficient, the control unit selects a second vehicle that is a yield target vehicle from among the vehicles already being charged, and transmits yield request information to the second vehicle, A response to the yield request may be received from the second vehicle.

The second vehicle, which is the vehicle to be yielded, may be selected by reflecting the scheduled departure time and the remaining charging time among all vehicles already being charged.

The selection of the second vehicle, which is the vehicle to be yielded, is charging, which is information on the remaining time until the scheduled departure time and information on the charging tendency reflecting the user's yield tendency previously inputted by the user of the second vehicle into the control unit. It can be reflected by combining urgency information.

When receiving the acceptance information for the yield request from the second vehicle, the control unit may reallocate the fast charging schedule for the entire vehicle including the first vehicle and the second vehicle.

After the first vehicle is connected to any one of the plurality of charging sockets, the control unit, when the fourth vehicle is connected to any one of the plurality of charging sockets, the first and fourth charging sockets. Charging priority information for the first and fourth vehicles may be determined by combining charging propensity information for each vehicle user and charging urgency information.

The charging propensity information for each of the first and fourth vehicles is input in advance, but includes yield propensity information for the user of each vehicle of the first and fourth vehicles, and the charging urgency information is applied to the first and fourth vehicles. It can be calculated by reflecting the scheduled departure time for Korea.

The control unit may allow the first and fourth vehicles to have priority for the rapid charging as the combination value of the charging propensity information and the charging urgency information increases.

The control unit receives the minimum charging amount for the first vehicle, and when the charging time is insufficient for the first vehicle to charge the desired target charging amount, reflecting the minimum charging amount and the scheduled departure time, the quick charging schedule is established. Can be set.

The electric vehicle charging system according to the present invention reflects the estimated time required to charge the vehicle and the scheduled departure time, and determines the charging priority for the rapid charging in which the rapid charger supplies power to a specific socket among the plurality of charging sockets. , It can operate the electric vehicle charging system more efficiently.

1 is a view for explaining an electric vehicle charging system according to an example of the present invention.
2 is a view for explaining a first embodiment of a method of operating an electric vehicle charging system according to an example of the present invention.
3 is a view for explaining a second embodiment of a method of operating an electric vehicle charging system according to an example of the present invention.
4 is a view for explaining in more detail the step (S110) of determining whether to give way in FIG. 3.
5 is a diagram for explaining an example of a concession process.
6 is a view for explaining a third embodiment of a method of operating an electric vehicle charging system according to an example of the present invention.
7 is a view for explaining a fourth embodiment of a method of operating an electric vehicle charging system according to an example of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those of ordinary skill in the art may easily implement the present invention. However, the present invention may be implemented in various different forms and is not limited to the embodiments described herein. In the drawings, parts irrelevant to the description are omitted in order to clearly describe the present invention, and similar reference numerals are attached to similar parts throughout the specification.

In the drawings, the thicknesses are enlarged in order to clearly express various layers and regions. When a part such as a layer, film, region, plate, etc. is said to be "on" another part, this includes not only the case where the other part is "directly above", but also the case where there is another part in the middle. Conversely, when one part is "directly above" another part, it means that there is no other part in the middle. In addition, when a part is "overall" formed on another part, it means that it is formed not only on the entire surface (or the entire surface) of the other part, but also not formed on a part of the edge.

Then, the present invention will be described with reference to the accompanying drawings.

1 is a view for explaining an electric vehicle charging system according to an example of the present invention.

An electric vehicle charging system according to an example of the present invention may include a charging unit 100, a control unit 300, and a charging socket unit 200.

The charging unit 100 may include at least one fast charger 110 and a plurality of slow chargers 120-1 to 120-n, and at least one fast charger 110 and a plurality of slow chargers 120- Each of 1 to 120-n) may receive power for charging from the outside, and may supply power to the charging socket unit 200 through the control unit 300.

At least one fast charger 110 may perform fast charging. In FIG. 1, a case where there is one quick charger 110 is illustrated as an example, but the present invention is not limited thereto, and the number of the quick charger 110 may be plural, and the number is not limited.

The plurality of slow chargers 120-1 to 120-n may perform slow charging, and there is no limit to the number of them.

The power supplied by the rapid charger 110 may generally be between 50kwh and 100kwh, and the power supplied by the slow charger 120 may be generally 10kwh or less, and accordingly, the rapid charger 110 performs The charging time of the fast charging may be between 5 and 10 times faster than the charging time of the slow charging performed by the slow charger 120.

As an example, using the fast charger 110, the charging time taken until the vehicle is fully charged may be between 30 and 40 minutes, and the slow charger 120 is used to charge the vehicle until the vehicle is fully charged. Travel time can be between 3 and 4 hours.

However, this is an example, and the present invention is not limited thereto.

The charging socket unit 200 may output power supplied from the charging unit 100 to the vehicle as a plurality of vehicles. To this end, the charging socket unit 200 may include a plurality of charging sockets 210, 220, and 200k.

Each of the plurality of charging sockets 210, 220, and 200k may be connected by inserting a plug provided in a charging cable drawn from each vehicle for electric charging.

The control unit 300 may electrically connect between the charging unit 100 and the charging socket unit 200, and transmit power provided from the quick charger 110 and the slow charger 120 to a plurality of charging sockets 210 and 220. , 200k) can be allocated and distributed to each.

The control unit 300 may allocate and distribute power provided from the fast charger 110 and the slow charger 120 to each of the plurality of charging sockets 210, 220, and 200k. As such, the control unit 300 may include a charge controller 310, a distribution board 320, an input unit 330, an output unit 340, a storage unit 350, and a communication unit 360.

The charging controller 310 reflects the estimated charging time and the scheduled departure time of the vehicle to be charged, and the estimated charging required time and the scheduled departure time of the vehicle that is already charging, so that the rapid charger 110 The charging priority for fast charging that supplies power to a specific socket among the charging sockets 210, 220, and 200k may be determined.

The distribution board 320 is a plurality of the fast charging power supplied from the fast charger 110 or the slow charging power supplied from the slow charger 120 included in the charging socket unit 200 under the control of the charging controller 310. It can be allocated and distributed to each of the charging sockets (210, 220, 200k).

That is, the distribution board 320 supplies the fast charging power supplied from the rapid charger 110 to a specific charging socket or supplies the power supplied to the specific charging socket to another charging socket under the control of the charging controller 310 In addition, the slow charging power supplied from the slow charger 120 may be supplied to a specific charging socket.

The output unit 340 may include a display panel or a speaker, and the vehicle is charged for electric charging, after inserting the vehicle plug into a specific charging socket, the amount of battery charge of the vehicle, the estimated time required for charging, and the vehicle charging. When the vehicle is in operation, the current battery charge amount of the vehicle and the estimated remaining charge time until the target charge amount may be displayed.

The input unit 330 may include a keyboard, touch pad, or mouse, and after the vehicle inserts the vehicle plug into a specific charging socket for electric charging, according to the request of the control unit 300, the target charging amount, minimum You can enter the amount of charge and the scheduled departure time.

The storage unit 350 stores the target charging amount, the minimum charging amount, and the scheduled departure time of the vehicle input through the input unit 330, and the vehicle user has previously subscribed to the electric vehicle charging system to input member information, etc. In this case, information on the member's name, gender, vehicle number, and user's charging tendency may be stored.

Hereinafter, various examples of a method for simultaneously charging a plurality of vehicles by such an electric vehicle charging system will be described.

In the electric vehicle charging system according to an example of the present invention, the control unit 300 reflects the estimated time required for charging and the scheduled departure time of the vehicle, so that the rapid charger 110 is specified among the plurality of charging sockets 210, 220, 200k. The charging priority for fast charging that supplies power to the socket may be determined, and a plurality of vehicles may be charged according to the determined charging priority. This will be described in detail with reference to the following figures.

2 is a view for explaining a first embodiment of a method of operating an electric vehicle charging system according to an example of the present invention.

In the first embodiment of the method of operating the electric vehicle charging system according to an example of the present invention, after the first vehicle is connected to any one of the plurality of charging sockets 210, 220, 200k, the first vehicle When the scheduled departure time is input, the estimated time required for charging the first vehicle is measured, the available charging time for the first vehicle is calculated, and the charging of the first vehicle can be completed within the scheduled departure time, the control unit 300 It is possible to reallocate a fast charging schedule for all charging vehicles including the first vehicle.

As a specific example, when a first vehicle attempts to perform charging while a plurality of vehicles are already performing charging, as shown in FIG. 2, a method of operating an electric vehicle charging system according to an example of the present invention In the first embodiment, the charging standby step (S10), the socket connection step (S20), the scheduled departure time input step (S30), the estimated charging time measurement step (S40), the remaining charging time calculation step (S50) of the vehicle already being charged. , A chargeable time calculation step (S60), a chargeability determination step (S70), a quick charge schedule reallocation step (S80), and an estimated charging completion time display step (S90).

For reference, each performing step shown in FIG. 2 does not necessarily have to be performed sequentially, and the order may be changed depending on the case, if possible. Accordingly, the present invention is not limited to the order of FIG. 2, and the order may be changed as necessary. Hereinafter, for convenience of description, it will be described in the order shown in FIG. 2.

In the charging standby step S10, the remaining charging sockets not performing charging among the plurality of charging sockets 210, 220, and 200k included in the charging socket unit 200 may remain in a charging standby state.

In the socket connection step S20, a plug of the first vehicle may be connected to the charging socket for electric charging to any one of the remaining charging sockets.

After the first vehicle is connected to the charging socket, the output unit 340 indicates that the plug of the vehicle is inserted into any one of the plurality of charging sockets 210, 220, and 200k, and the scheduled departure time of the first vehicle And can be displayed to enter a target charge amount.

Accordingly, in step S30 of inputting the scheduled departure time, the user may receive a scheduled departure time and a target charging amount for the first vehicle inputted by the user through the input unit 330.

Thereafter, in the estimated charging time measurement step S40, the charging controller 310 may measure and calculate the estimated charging required time up to the target charging amount of the first vehicle. The estimated charging time calculated by the charge controller 310 is within the range of the scheduled departure time range (1) when only the slow charger 120 is used, (2) when only the fast charger 110 is used, and (3) the fast charger When 110 and the slow charger 120 are used together, both can be calculated.

In addition, in the step S50 of calculating the remaining charging time of the vehicle that is already being charged, the charging controller 310 may comprehensively calculate the remaining charging time for each of the plurality of vehicles that are already being charged.

Thereafter, in the charging available time calculation step (S60), charging for the first vehicle is performed by reflecting the difference between the unloading time and the remaining charging time of each vehicle that is already being charged through the plurality of charging sockets 210, 220, 200k. You can calculate the available time.

In determining whether charging is possible (S70), it may be determined whether or not charging of the first vehicle can be completed within the scheduled departure time of the first vehicle.

Here, when determining whether charging is possible, cases (1) to (3) with respect to the estimated charging required time for the first vehicle may be determined. If, for all cases (1) to (3) with respect to the estimated charging time for the first vehicle, when charging cannot be completed within the scheduled departure time of the first vehicle, the charging controller 310 may output the output unit 340 ) Through the display (S100), and return to the charging dash step.

In this case, the user may repeat the above steps again by re-entering the scheduled departure time and the target charging amount for the first vehicle.

If, in the case where charging can be completed in at least one of the cases (1) to (3) with respect to the expected charging time for the first vehicle, in the rapid charging schedule reallocation step (S80), the charging controller ( 310) reallocates the rapid charging schedule for the entire vehicle including the first vehicle, displays the estimated charging completion time for the first vehicle through the output unit 340 in the estimated charging completion time display step (S90), and 1 You can start charging the vehicle.

As described above, in the first embodiment of the electric vehicle charging system according to an exemplary embodiment of the present invention, the control unit 300 reflects the estimated time required for charging and the scheduled departure time of the vehicle, so that the rapid charger 110 is provided with a plurality of charging sockets ( 210, 220, 200k), a charging priority for rapid charging that supplies power to a specific socket may be determined, and a plurality of vehicles may be charged according to the determined charging priority.

For example, through at least some of the plurality of charging sockets 210, 220, 200k, while another vehicle is already performing charging, the first vehicle attempts to perform charging by connecting to the charging socket at 2 PM. I can.

Here, when the scheduled departure time of some other vehicles already being charged is 6 pm, the remaining charging time is 3 hours, and the rapid charging is scheduled between 3 pm and 4 pm, the scheduled departure time of the first vehicle is pm It is input as 4 o'clock, and the estimated charging time according to the target charging amount may be determined as 2 hours.

In such a case, the charge controller 310 determines the scheduled rapid charging time of some other vehicles scheduled for rapid charging between 3 pm and 4 pm, 5 pm ~ 5 pm, which is within the range of 6 pm, which is the scheduled departure time. Changed between 6 o'clock and reallocated, and the remaining charging time was changed to 4 hours, and the first vehicle was given priority to fast charge, and the fast charging time of the first vehicle was set between 3 p.m. and 4 p.m., and charged. Can start.

In this way, the charging controller 310 according to the present invention reflects the estimated charging time and the scheduled departure time of the vehicle to be charged, the estimated charging time and the scheduled departure time of the vehicle that is already charging, and the like, The charger 110 may determine a charging priority for rapid charging that supplies power to a specific socket among the plurality of charging sockets 210, 220, and 200k.

In the first embodiment, when charging of the vehicle cannot be completed within the scheduled departure time, the case of returning to the charging dash has been described as an example. If the user of the vehicle allows yielding, charging can also be performed. This will be described in more detail as follows.

3 is a diagram for explaining a second embodiment of a method of operating an electric vehicle charging system according to an example of the present invention, and FIG. 4 is a diagram for explaining in more detail the step S110 of determining whether to give way in FIG. 3 And FIG. 5 is a diagram for explaining an example of a concession process.

The second embodiment of the method of operating the electric vehicle charging system according to an example of the present invention, as in the first embodiment, the charging standby step (S10), the socket connection step (S20), the scheduled departure time input step (S30), Estimated charging time measurement step (S40), calculation of remaining charging time of a vehicle that is already charging (S50), calculation of possible charging time (S60), determination of whether or not charging is possible (S70), reassignment of a fast charging schedule (S80) And displaying the expected charging completion time (S90), and in addition, reassigning a fast charging schedule for the entire vehicle including the yield determination step (S110) and the second vehicle that is the yield acceptance vehicle (120). ) May be further included.

In the following description of the second embodiment, descriptions of the same parts as those of the first embodiment will be omitted, and other parts will be mainly described.

As shown in Figure 3, the control unit 300 according to the second embodiment of the present invention, in the step (S110) of determining whether to give way, if it is impossible to complete the charging of the first vehicle within the scheduled departure time, a plurality of charging Through the sockets 210, 220, 200k, it is possible to determine whether it is possible to yield to at least one of the vehicles that are already being charged, and if the yield is possible, the first vehicle and the second vehicle that is the yield acceptance vehicle are You can reassign the fast charging schedule for all charging vehicles, including.

Here, in the step of reallocating the fast charging schedule after the concession is accepted (S120), the second vehicle, which is the concession acceptance vehicle, determines the time for the rapid charging in the second vehicle by the amount of charging or charging time accepted as the requested concession. After the first vehicle is reduced and allocated to charging of the first vehicle, the fast charging schedule may be re-allocated to the entire vehicle being charged for the remaining estimated charging time of the first vehicle.

However, if the yield of another vehicle that is already being charged is not yielded in the step S110 of determining whether to give way, the charging impossibility may be displayed (S100) and return to the charging standby state.

Here, the step S110 of determining whether to give way according to the second embodiment may proceed as an example as shown in FIG. 4. However, the present invention is not necessarily limited thereto.

As shown in Fig. 4, the step of determining whether to yield (S110) is, for example, a step of calculating a charge shortage time (S111), a step of selecting a second vehicle to be yielded (S112), a step of transmitting a yield request (S113), and an acceptance request Including the step (S114), in addition to the next-order yield request transmission step (S115), may include a step of accepting the next-order yield request (S116).

In the step of calculating the insufficient charging time (S111), the charging controller 310 may calculate the insufficient charging time from a difference value between the chargeable time for the first vehicle and the scheduled departure time.

In the step of selecting a second vehicle to be yielded (S112), the charging controller 310 may select a second vehicle, which is a vehicle to be yielded, of at least one vehicle that is already being charged.

Here, the second vehicle, which is the vehicle to be yielded, may be selected by reflecting the scheduled departure time and the remaining charging time from among all vehicles that are already being charged. For example, a vehicle having the largest difference between the scheduled departure time and the remaining charging time among all vehicles may be selected as the second vehicle that is a yield target vehicle. However, the selection of the vehicle for concession is not necessarily limited thereto, and other matters may be reflected as much as possible.

In the yield request transmission step (S113), whether to transmit the yield request information to the user of the second vehicle, which is the selected yield target vehicle, is displayed to the user of the first vehicle, and if the user of the first vehicle permits this, the control unit ( 300) may transmit the yield request information to the user of the second vehicle through the communication unit 360. In this case, the Yangyo request information may display a fast charging time desired by the user of the first vehicle and a degree of compensation.

In the yield request acceptance step (S114), if the user of the second vehicle accepts the yield, step S120 may be performed.

In this way, when the user of the second vehicle accepts the yield, the control unit 300 may pay a certain compensation to the user of the second vehicle who accepts the yield. Such compensation may be paid by the user of the first vehicle to the user of the second vehicle through the control unit 300.

Specifically, as illustrated in FIG. 5, transmission of the yield request information of the first vehicle user may be performed through the control unit 300. Accordingly, it may be performed between the control unit 300 and the user terminal (referred to as a yield request user terminal in FIG. 5) of the second vehicle that is the vehicle to be yielded.

The transmission of the yield request information by the control unit 300 does not end in a single process, but it is also possible to change and transmit the yield request information to a user of the same vehicle several times.

For example, as shown in (a) of FIG. 5, when the user who requests the concession rejects the concession, in the concession request information, the first vehicle user changes and retransmits the compensation point of the concession differently through the control unit 300 As shown in (b) of FIG. 5, in the concession request information, when the user who requests the concession rejects the concession, it is possible to change and retransmit the time information of the fast charging desired for concession differently.

However, in the concession request acceptance step (S114), if the user of the second vehicle continuously rejects the concession, the control unit 300 selects the second priority among all vehicles being charged in the next-order concession request transmission step (S115). 3 Indicate whether to transmit yield request information to the vehicle, and if the user of the first vehicle allows this, it is possible to transmit the yield request information to the user of the third vehicle through the communication unit 360, and the next-order yield request acceptance step If the user of the third vehicle accepts the yield in (S116), step S120 may be performed. Such concession request transmission may be continuously repeated within a possible range.

However, if there is no vehicle that allows the yield, or if the user of the first vehicle refuses to transmit the yield request information, the control unit 300 indicates that charging is impossible through the output unit 340 and becomes a charging standby partner again. I can.

In FIG. 4, a case in which the concession determination step (S110) is provided only up to the next-order concession request transmission step (S115) is illustrated as an example. The vehicle selection step (S112) and the yield request transmission step (S113) may be repeatedly performed.

In addition, in FIG. 4, in relation to the selection of the vehicle to be yielded, the case of selecting the second vehicle to be yielded is described as an example in consideration of the scheduled departure time and the remaining charge time from among all vehicles already being charged. It is not limited thereto, and the selection of the second vehicle, which is a vehicle to be yielded, is determined by the user of the second vehicle in advance into the control unit 300, and the remaining charge propensity information reflecting the user's yield propensity and the scheduled departure time. It is also possible to combine and reflect information on the urgency of charging, which is information about time.

Here, the charging propensity information reflecting the yield propensity may be registered as a member in the system before the vehicle user uses the electric vehicle charging system. When registering as a member, the user name, vehicle number, and charging propensity information reflecting the user's yield propensity may be input in advance.

Here, the charging propensity information reflecting the yield propensity may be input by requesting prior information on the user's yield level.

As an example, the charging propensity information reflecting the yield propensity may be classified into levels 1 to 5, and the higher the yield propensity, the closer the charge propensity level is to 1, and the smaller the yield propensity, the closer the charging propensity level is to 5. have. Here, as for the information on the propensity to yield, the vehicle user may input a level for the propensity to give way when a vehicle user signs up for a member.

In addition, the charging urgency information may be a value reflecting the scheduled departure time input by the user of the vehicle during charging. For example, charging urgency information may be classified into levels 1 to 5, and may approach 5 as the scheduled departure time is urgent or short, and may approach 1 as the scheduled departure time is longer or spare.

Therefore, as an example, when the charging tendency level of the first vehicle is 2, the urgency level is 4, and the sum level is 6, any one vehicle among vehicles whose sum level is less than 6 among a plurality of vehicles already being charged (for example, charging When the propensity level is 4, the urgency level is 1, and the sum level is 5), it is possible to select a second vehicle that is a yield target vehicle and make a yield request.

An example of a second embodiment of a method of operating the electric vehicle charging system according to an example of the present invention is as follows.

Through at least a portion of the plurality of charging sockets 210, 220, and 200k, while another vehicle is already performing charging, the first vehicle may attempt to perform charging by connecting to the charging socket at 2 pm.

Here, when the scheduled departure time of the first vehicle is input as 4 pm and the estimated charging time according to the target charging amount is determined to be 2 hours, but it is determined that the possible charging time is insufficient for 1 hour, it is possible to determine whether to yield.

At this time, if the scheduled departure time of the second vehicle with strong yield tendency among some other vehicles already being charged is 5 pm, the remaining charging time is 3 hours, and rapid charging is scheduled between 3 pm and 4 pm, the first The user of the vehicle may send a yield request message to the user of the second vehicle through the control unit.

If, when the user of the second vehicle accepts the yield request message, the charging controller 310 may set the scheduled time of rapid charging of some other vehicles scheduled for rapid charging between 3 pm and 4 pm, from 5 pm to 5 pm. Changed between 6 o'clock and reallocated, and the remaining charging time was changed to 5 hours, and the first vehicle was given priority to fast charge, and the fast charging time of the first vehicle was set between 3 p.m. and 4 p.m., and charged. Can start.

As described above, the charging controller 310 according to the present invention includes the estimated charging time and the scheduled departure time of the vehicle to be charged, the scheduled departure time of the second vehicle that is already charging, the remaining charging time, and the second vehicle user. By reflecting the yield tendency of, the fast charger 110 may determine a charging priority for fast charging that supplies power to a specific socket among the plurality of charging sockets 210, 220, and 200k.

6 is a view for explaining a third embodiment of a method of operating an electric vehicle charging system according to an example of the present invention.

In a third embodiment of a method of operating an electric vehicle charging system according to an example of the present invention, after the first vehicle is connected to any one of the plurality of charging sockets 210, 220, 200k, the plurality of charging sockets When the fourth vehicle is connected to any other charging socket among (210, 220, 200k), the control unit 300 combines charging propensity information and charging urgency information for each user of the first and fourth vehicles, It is possible to determine the priority of charging for 1 and 4 vehicles.

To this end, the control unit 300 may receive a pre-input (S200) of member information including charging propensity for each of the first vehicle and the second vehicle. Here, the content of the charging propensity may include information on the yield propensity of the vehicle user, and is the same as the content described above in FIGS. 3 to 5.

Accordingly, the charging propensity including the yield propensity may have a level of 1 to 5, and the larger the yield propensity is, the closer it is to 1, and the smaller the yield propensity is, the closer to 5 is.

Thereafter, after the first vehicle is connected to the charging socket (S20), and then the fourth vehicle is connected to the charging socket (S2100), the control unit 300 inputs the target charging amount and the scheduled departure time for each of the first and fourth vehicles. (S220), the estimated charging time for each of the first and fourth vehicles may be measured and calculated (S230) and displayed.

Thereafter, the control unit 300 may calculate the charging urgency calculation for each of the first and fourth vehicles from the scheduled departure time of each of the first and fourth vehicles (S240). Here, the content of the urgency of charging may be calculated by reflecting the scheduled departure time for the vehicle, in the same manner as described above.

That is, the urgency of charging may have a level of 1 to 5, and may approach 5 as the scheduled take-out time is urgent or short, and may approach 1 as the scheduled take-out time is long or spare.

Thereafter, the control unit 300 may set a charging schedule (S250) by combining the charging tendency and the urgency of charging of the first and fourth vehicles. Here, the control unit 300 may give priority to rapid charging as the combination value of the charging propensity information and the charging urgency information among the first and fourth vehicles increases.

For example, if the charging tendency level of the first vehicle is 2, the charging urgency level is 4, the overall level is 6, the charging tendency level of the fourth vehicle is 4, the charging urgency level is 1, and the overall level is 5, The control unit 300 may give priority to fast charging to the first vehicle over the fourth vehicle.

In addition, when the overall level reflecting the charging tendency and the charging urgency level is the same, a case in which the charging urgency level is greater is given priority, and the rapid charging priority may be given.

7 is a view for explaining a fourth embodiment of a method of operating an electric vehicle charging system according to an example of the present invention.

As shown in FIG. 7, in a fourth embodiment of a method of operating an electric vehicle charging system according to an example of the present invention, a minimum charge amount for a first vehicle is input and the first vehicle charges a desired target charge amount. When the charging time is insufficient, the control unit 300 may set a quick charging schedule in consideration of the minimum charging amount and the scheduled departure time.

As an example, as shown in FIG. 7, after the first vehicle is connected to the charging socket (S20), the control unit 300 receives the target charging amount and the scheduled departure time of the first vehicle (S30), and the first vehicle The minimum charging amount for the first vehicle may be additionally input (S300) from the user.

Thereafter, the control unit 300 may measure and display the estimated charging required time for the target charging amount of the first vehicle (S40).

In addition, the control unit 300 calculates a difference value between the unloading time and the remaining charging time of each vehicle that is already being charged, calculates the chargeable time for the first vehicle, and then the charging for the first vehicle is scheduled to unload. When it is determined that charging is not possible within the time, the charging schedule for all vehicles including the first vehicle may be reassigned in consideration of the minimum charging amount input by the user and the scheduled departure time to set the fast charging schedule (S310).

Thereafter, the estimated charging completion time of the first vehicle for the minimum charging amount may be displayed, and charging may be started (S90).

The electric vehicle charging system according to the present invention reflects the estimated time required to charge the vehicle and the scheduled departure time, and the rapid charger 110 supplies power to a specific socket among a plurality of charging sockets 210, 220, and 200k. By determining the charging priority for the electric vehicle, it is possible to operate the electric vehicle charging system more efficiently.

Although the embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements by those skilled in the art using the basic concept of the present invention defined in the following claims are also provided. It belongs to the scope of rights.

100: charging unit 110: quick charger
120: slow charger 200: charging socket unit
210 to 200k: charging socket
300: control unit 310: charge controller
320: distribution board 330: input

Claims (12)

A charging unit including at least one fast charger for performing fast charging and a plurality of slow chargers for performing slow charging;
A plurality of charging sockets for outputting power supplied from the charging unit to a plurality of vehicles; And
A control unit for allocating and distributing power supplied from the fast charger or the slow charger to each of the plurality of charging sockets; and
The control unit determines a charging priority for rapid charging in which the rapid charger supplies power to a specific socket among the plurality of charging sockets by reflecting the estimated time required for charging and the scheduled departure time of the vehicle,
The control unit
After the first vehicle is connected to any one of the plurality of charging sockets,
Receive an input scheduled departure time of the first vehicle, measure the estimated charging required time of the first vehicle, and calculate a possible charging time for the first vehicle,
When it is impossible to complete the charging of the first vehicle within the scheduled departure time, it is determined whether it is possible to yield to at least one of the vehicles already being charged through the plurality of charging sockets,
Among all the vehicles already being charged, a second vehicle having the largest difference between the scheduled departure time of each vehicle and the remaining charging time of each vehicle is selected as the vehicle to be yielded,
When a message for a yield request is transmitted to the user terminal of the second vehicle and a message for accepting the yield request is received from the user terminal of the second vehicle, the quick charging time allocated to the second vehicle is reduced and the After allocating to the charging of the first vehicle, reallocating the fast charging schedule for the entire charging vehicle,
When receiving a message rejecting the concession request from the user terminal of the second vehicle, the fast charging time for requesting concession to the user terminal of the second vehicle is reduced or the amount of points paid as compensation for the concession is increased. Retransmit to the user terminal of the second vehicle,
A third vehicle in which a difference between the scheduled departure time of each vehicle and the remaining charging time of each vehicle among all the vehicles already being charged is the next largest value when a message for rejecting the yield request is received again from the user terminal of the second vehicle To select the vehicle for concession
Electric vehicle charging system. The method of claim 1,
The control unit
After the first vehicle is connected to any one of the plurality of charging sockets,
Receive the estimated time to leave the first vehicle, measure the estimated time required to charge the first vehicle, calculate the available charging time for the first vehicle, and complete charging for the first vehicle within the scheduled time to leave the vehicle. If possible,
An electric vehicle charging system for reallocating the rapid charging schedule for all charging vehicles including the first vehicle. The method of claim 2,
The control unit
An electric vehicle charging system configured to calculate a chargeable time for the first vehicle by reflecting a difference value between an unloading time and a remaining charging time of each vehicle that is already being charged through at least a portion of the plurality of charging sockets. The method of claim 2,
The control unit
After reallocating the fast charging schedule, an electric vehicle charging system for displaying an estimated charging completion time for the first vehicle and starting charging for the first vehicle. The method of claim 2,
The control unit
When the charging of the first vehicle cannot be completed within the scheduled departure time, an electric vehicle charging system that outputs a charging impossibility indication and enters a charging standby state. The method of claim 1,
The electric vehicle charging system selected by reflecting a scheduled departure time and a remaining charging time from among all vehicles already being charged. The method of claim 1,
In the selection of the second vehicle that is the vehicle subject to concession,
An electric vehicle charging system in which charging urgency information, which is information on the remaining time until the scheduled departure time input by the user of the second vehicle, is further reflected. The method of claim 1,
The control unit
An electric vehicle charging system for reallocating the fast charging schedule for the entire vehicle including the first vehicle and the second vehicle when receiving information on acceptance of the concession request from the second vehicle. The method of claim 2,
The control unit
After the first vehicle is connected to any one of the plurality of charging sockets, when the fourth vehicle is connected to any one of the plurality of charging sockets,
An electric vehicle charging system for determining a charging priority for the first and fourth vehicles by combining charging propensity information and charging urgency information for users of each of the first and fourth vehicles. The method of claim 9,
Charging propensity information for each of the first and fourth vehicles is input in advance,
Including yield propensity information for a user of each vehicle of the first and fourth vehicles,
The charging urgency information is calculated by reflecting the scheduled departure time for the first and fourth vehicles. The method of claim 9,
An electric vehicle charging system having priority over the rapid charging as a combination value of the charging tendency information and the charging urgency information among the first and fourth vehicles increases. The method of claim 2,
The control unit
An electric vehicle that sets the fast charging schedule by reflecting the minimum charging amount and the scheduled departure time when the minimum charging amount for the first vehicle is input and the charging time is insufficient for the first vehicle to charge the desired target charging amount Charging system.

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