KR20220140462A - An electric vehicle comprising a charger and a controller for exchanging charging-related information - Google Patents

Abstract

Disclosed is an electric vehicle including a charger and a control unit exchanging charging-related information. The electric vehicle comprises: a high-voltage battery mounted in the vehicle; a charger charging the high-voltage battery in the vehicle with the power supplied from electric vehicle supply equipment (EVSE) in accordance with the duty ratio of a control pilot received from the EVSE; a main control unit controlling the charging operation of the charger; and a display device displaying information exchanged between the high-voltage battery, the charger, and the main control unit. The information displayed by the display device includes one or more of a drive area in accordance with the state of charge (SOC) of the high-voltage battery and the position information of the charging station in accordance with the SOC. The drive area in accordance with the SOC includes a plurality of drivable areas defined in accordance with the driving speed of the vehicle and the SOC section. The main control unit omits the process of transmitting the SOC, current, and voltage of the high-voltage battery to the charger when the charging is ended by a user interrupt regardless of the status of the high-voltage battery being charged. The present invention is able to display and/or provide, as an alarm signal, the location of a nearby charging station.

Description

An electric vehicle comprising a charger and a controller for exchanging charging-related information

The present invention relates to a vehicle battery, and more particularly, to a communication interface system for state sharing information with a navigation system that provides information on a location of a nearby charging station that can be charged as state sharing information with a navigation system, a method for providing charging station information using the same, An electric vehicle comprising a communication interface system for state sharing information with a navigation system.

A high-voltage battery mounted in an electric vehicle is a major component for storing and charging power, and a high-voltage battery charging system that typically charges the high-voltage battery from an external power source should be equipped.

As one example of such a high-voltage battery charging system, a BMS (Battery Management System) that manages the charging of the high-voltage battery, a connector for connecting to an external power device, a connected external power source and communication interface protocol are checked, and the charging process is managed. It may include a communication interface that

The BMS is a component that must be provided in an electric vehicle that uses the power of the high voltage battery as a driving force of the vehicle. In general, the high voltage battery and related devices connected thereto, such as the high voltage battery, can maintain the optimal state at all times. , the program to control the inverter and LDC (Low voltage DC-DC Converter) is loaded.

The connector is a means for connecting to an external power supply.

The communication interface is a communication interface protocol for stabilizing data communication timing and charging sequence, and controls charging processes such as charging and charging interruption and user interrupt while an external power supply and connector plug are connected.

The communication interface is applied to both devices exchanging data with each other. In an electric vehicle, the communication interface is mounted on the BMS, and the external power supply is mounted on the power supply control unit.

Here, the external power device may be an external charger separately provided for charging the electric vehicle, or may be an onboard charger mounted inside the electric vehicle and using a general household power source.

Therefore, in order to charge the high voltage battery of the electric vehicle, when the connector of the vehicle and the external power supply are connected to each other, a defined message format is provided between the communication interface mounted on the BMS and the communication interface mounted on the control unit of the external power supply. While receiving, the charging process will be performed.

For example, when the communication interface mounted on the BMS is defined as the main interface, and the communication interface of the device controlling the power supplied from the outside, especially the on-board charger, is defined as the sub-interface, the charging process is performed using the main interface mounted on the BMS. transmits a wake-up signal to the sub-interface, turns on the controller of the on-board charger after wake-up, and starts CAN (Controller Network Area) communication. When sending a charging ready message to the main interface, the BMS starts charging by sending a charging command.

On the other hand, after charging is in progress, if the charging termination condition is satisfied, the wake-up signal is turned off from the BMS to the on-board charger after charging is finished, and then an off signal is transmitted to the control unit of the on-board charger and , CAN communication is terminated.

However, in the message format of the CAN communication applied to the communication interface for charging the vehicle battery according to the prior art, the communication message is not specified, the sequence is not optimized, and in particular, the function definition is not made in the message format. By having a relatively large number of reserved areas, there is a problem in that they cannot be fully utilized.

In other words, it is necessary to define the stable interface format of the charging system for additional protection and faulty operation among the message information for the RESERVED area and optimization of the communication messages and sequences that are not currently specified.

In particular, the battery temperature and power limit information of the BMS are added, and information such as the charging input type and IG status information of the charger, power limit information, connector connection status, internal temperature, efficiency, remaining charging time, and driving distance are added. It is necessary to provide information about the charging state to the user by checking the stable operating state of the battery, implementing a protection function against overheating, and displaying the remaining charging time and driving distance information in the charging protocol as a cluster.

In addition, the LDC (Low Voltage DC-DC Converter) interface with the DC-DC converter provides control (ON/OFF) information to enable active high-voltage battery charging. It is necessary to prevent the failure of other controllers by turning it off.

In addition, since the EVSE (Electric Vehicle Supply Equipment) interface for charging the batteries of EV (Electric Vehicle) and PHEV (Plug-in Hybrid Electric Vehicle) vehicles is not defined, stable charging operation is performed, and the physical interface is checked to charge There is a need for stabilization in terms of electrical, functional, and performance of the system.

In addition, when charging is required, such as an electric vehicle (EV) or a plug-in hybrid electric vehicle (PHEV) vehicle, there is a need to provide charging station location information around the vehicle as state sharing information with a navigation system.

On the other hand, the following prior art document relates to 'a battery voltage display device for an electric vehicle and a control method therefor', and when the voltage of the battery drops, a message indicating that charging is required is displayed, but the operation of the vehicle is maintained normally. It relates to a technology that enables a driver to safely operate a vehicle.

[Prior art literature]

KR10-0373239 B1

The present invention was invented to solve the above problems, and a communication interface system for state sharing information with a navigation system that provides charging station location information capable of surrounding charging as state sharing information with a navigation system, and charging station information using the same An object of the present invention is to provide an electric vehicle including a method and a communication interface system for state sharing information with a navigation system.

According to an aspect of the present invention for achieving the above object, an electric vehicle including a charger and a controller for exchanging charge-related information is a high-voltage battery mounted in the vehicle; Duty of a control pilot received from an electric vehicle power supply (EVSE) a charger for charging the high voltage battery in the vehicle with power supplied from the electric vehicle power supply device according to the rain; a main control unit for controlling the charging operation of the charger; and a display device displaying information exchanged between the high voltage battery, the charger, and the main control unit, wherein the information displayed by the display device includes a driving region according to the SOC of the high voltage battery and charging according to the SOC. at least one of station location information, and the driving region according to the SOC includes a plurality of drivable regions defined according to the driving speed of the vehicle and the SOC section, and the main controller includes: a state of a high voltage battery being charged When charging is terminated by the user interrupt regardless of , the process of transmitting the SOC, current, and voltage of the high voltage battery to the charger is omitted.

According to the present invention having the above configuration, the location of a charging station in a short distance is displayed and/or provided as an alarm signal by defining state information by state of charge (SOC) state and driving distance as state sharing information with the navigation system. can do.

1 is a block diagram of a communication interface system for state sharing information with a navigation system according to an embodiment of the present invention;
2 is a table showing an example of a first main communication interface protocol in a communication interface system for monitoring the state of a vehicle battery according to an embodiment of the present invention;
3 is an example of an interface protocol for a Battery Management System (BMS) and an On-Board Charger (OBC) capable of distinguishing states by SOC in a communication interface system for state sharing information with a navigation system according to an embodiment of the present invention. representing table.
4 is a control flowchart illustrating a charging start process during a charging operation according to a communication interface protocol in a communication interface system for monitoring the state of a vehicle battery according to an embodiment of the present invention.
5 is a control flowchart illustrating a stop process after charging is completed as charging termination during a charging operation according to a communication interface protocol in a communication interface system for monitoring the state of a vehicle battery according to an embodiment of the present invention;
6 is a control flowchart illustrating a charging stop process by a user as charging termination during a charging operation according to a communication interface protocol in a communication interface system for monitoring the state of a vehicle battery according to an embodiment of the present invention;
7 is a control flowchart showing a charging process by an electric vehicle power supply (EVSE) communication interface protocol according to an embodiment of the present invention.
8 is a control flowchart illustrating a process of terminating charging when a battery is abnormal according to an embodiment of the present invention;
9 is a control flowchart illustrating a process of displaying a driving possible state to a driver according to an embodiment of the present invention;
10 is a control flowchart showing a process for sharing state information with a navigation system according to an embodiment of the present invention.
11 is a block diagram illustrating an electric vehicle having a communication interface system for state sharing information with a navigation system according to an embodiment of the present invention.

Since the present invention can have various changes and can have various embodiments, specific embodiments are illustrated in the drawings and described in detail in the detailed description. However, this is not intended to limit the present invention to a specific embodiment, it should be understood to include all modifications, equivalents and substitutes included in the spirit and scope of the present invention.

In describing each figure, like reference numerals are used for like elements.

The terms first, second, etc. may be used to describe various elements, but the elements should not be limited by the terms. The above terms are used only for the purpose of distinguishing one component from another.

For example, without departing from the scope of the present invention, a first component may be referred to as a second component, and similarly, a second component may also be referred to as a first component. The term “and/or” includes a combination of a plurality of related listed items or any of a plurality of related listed items.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Terms such as those defined in commonly used dictionaries should be interpreted as having meanings consistent with the meanings in the context of the related art, and should not be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present application. shouldn't

With reference to the accompanying drawings, an electric vehicle including a communication interface system for state sharing information with a navigation system, a charging station information providing method using the same, and a communication interface system for state sharing information with a navigation system according to the present invention with reference to the accompanying drawings will be described in detail.

1 is a block diagram of a communication interface system for state sharing information with a navigation system according to an embodiment of the present invention. 1, the communication interface system for state sharing information with the navigation system according to the present invention is used to communicate between the main control unit 1 used to charge the vehicle's battery and the first sub control unit 2a. The main communication interface 10, the second sub communication interface 10' used for communication between the first sub control unit 2a, the third sub control unit 5a and/or the second sub control unit 40a, and the second 1 sub communication interface 20, the high voltage battery communication interface 13 used for communication between the main control unit 1 and the battery sensing control unit 30a of the high voltage battery 30, and the first sub control unit 2a and the cluster A cluster communication interface 61 used to communicate between the controllers 60a, and a navigation communication interface used to communicate between the first sub control unit 2a and the navigation control unit 90a for status sharing information with the navigation unit 90 ( 91) and the like.

In addition, these communication interfaces 10, 10', 20, 13, 61 are the main communication interface 10 and the second sub communication interface 10' and/or the first sub communication interface 20 and/or the high voltage It is used to define a protocol between the battery communication interface 13 and/or the cluster communication interface 61 .

For example, the main controller 1 may be a Battery Management System (BMS) that controls and manages charging of the high voltage battery 30 . In addition, the chargers 2 and 5 are composed of an on-board charger 2 and a separate charger 5 .

The charger sub-controller (2a, 5a) for controlling the charger (2, 5) is a first sub-controller (2a) built into the on-board charger 2 to supply power to the high-voltage battery 30 mounted on the vehicle. and a third sub-controller (5a) built into the separate charger (5).

In particular, it is preferable that the second sub control unit 40a be an LDC control unit built in the LDC 40 that converts the power of the high voltage battery 30 to DC/DC according to the electric load of the vehicle.

Here, the on-board charger 2 is provided inside the vehicle for charging using a normal household power source, and the separate charger 5 refers to a vehicle-specific charger installed in a fixed form in a separate place.

First, the main communication interface 10 used for communication between the main control unit 1 and the first sub control unit 2a will be described as follows.

The main control unit 1 and the first sub control unit 2a communicate using a main communication interface 10 having a mutually predetermined protocol. A first main communication interface protocol 11 used to transmit data to the sub control unit 2a, and a first sub communication interface protocol used to transmit data from the first sub control unit 2a to the main control unit 1 (12).

The first sub-controller 2a may be connected to the vehicle cluster 60 so that the remaining charging time CR_OBC_CHRTIME and the maximum driving distance CR_OBC_DISTANCE are displayed. The remaining charging time (CR_OBC_CHRTIME) means the time it will take in the future from the current charging state to being fully charged, and the maximum driving distance (CR_OBC_DISTANCE) means the maximum driving distance of the vehicle in the current charging state.

The first main communication interface protocol 11 is embedded in the main control unit 1, basic information of the main control unit 1, information commanded from the main control unit 1 to the first sub control unit 2a, etc. This is included. The first main communication interface protocol 11 divides a message into predetermined bytes or bits, and allocates corresponding information to the divided bytes or bits to form a message format.

For example, the data transmitted from the main control unit 1 includes the basic SW code of the main control unit 1, version information, battery internal temperature information, information and status related to charging operation, response settings in case of failure, information regarding power limitation, etc. include

As one of the specific examples, in FIG. 2 , the content defining the message transmitted from the BMS, which is the main control unit 1, is described in a table.

That is, the message format transmitted from the main control unit 1 is the same as BMS1, with an electric vehicle BMS code (CR_BMS_VehicleCode), a CAN protocol version (CR_BMS_CanVer), a static power command in CP mode (CR_BMS_QCCmdPwr_W), and a battery internal temperature (CR_BMS_Temp). Likewise, it includes data about the state of the BMS and the state of the battery.

In addition, the additional message format transmitted from the main control unit 1 includes data for the BMS to control the charging operation, as in the BMS2. The above BMS2 includes a ready command (CF_BMS_RdyforOBC), set when a fault condition other than BMS fault occurs (CF_BMS_WrnForOBC), set when a fault condition occurs that cannot be charged (CF_BMS_FaultForOBC), high voltage relay ON/OFF status during charging (CF_BMS_MainRlyOnStatForOBC), charging power limit (CF_PwrLmtForOBC), normal charging power (CF_BMS_WrnForOBC) Charging status (CF_BMS_AbnorChg), charging completion status (CF_BMS_OBCChgFinishedForOBC), Battery SOC (CR_BMS_SoForOBC_Pc), remaining time for full charge (CR_BMS_CharRemainedTime_min), constant voltage value in CC mode (CR_BMS_OBCChgFinishedForOBC) In this way, the charging of the high voltage battery is generally controlled.

In addition, the additional message format transmitted from the main control unit 1 includes data that additionally defines high voltage battery cell voltage state value information of the high voltage battery 30 as in BMS3. The high voltage battery cell minimum voltage value (CR_BMS_HV_C_min) and the high voltage battery cell maximum voltage value (CR_BMS_HV_C_max) are defined in the BMS3, and through this, status monitoring information of the high voltage battery 30 is generated.

Of course, for this purpose, a high voltage battery interface 13 is configured between the high voltage battery 30 and the main control unit 1 , and the high voltage battery interface 13 is connected to the fourth main communication interface protocol 13-1 and the fourth sub A communication interface protocol 13'-1 is configured.

Here, the fourth sub communication interface protocol 13'-1 is used to transmit data from the battery sensing control unit 30a to the main control unit 1 .

1 shows that the battery sensing control unit 30a for sensing the voltage of the high voltage battery 30 is configured in the high voltage battery 30 for convenience of understanding, but is not limited thereto, and the battery sensing control unit 30a ) may be configured in the main control unit 1 .

The first sub communication interface protocol 12 includes basic SW code and version information of the first sub control unit 2a, input type power limit information, information about charging operation, connector connection state, information about temperature and efficiency, charging It includes information about the state, and information about the remaining charging time and the drivable distance.

As an example of a message format transmitted in the first sub communication interface protocol 12 and/or the second sub communication interface protocol 12', as shown in FIGS. 3A and 3B, it may be defined. In other words, the message transmitted from the onboard control unit 2a, which is the first sub control unit 2a, through the second sub communication interface 12 is defined as OBC1 in the tables of FIGS. 3A to 3B , the charger code Outputs information on (CR_OBC_Code), CAN protocol version (CR_OBC_CanVer), OBC SW version (CF_OBC_SwVer), charger input type (CR_OBC_MainType), vehicle IG power ON/OFF status (CR_OBC_IGStat), and charger power limit (CF_OBC_PwrLmt) to the outside. .

In addition, as the message provided by the first sub communication interface protocol 12, like OBC2, the control board preparation command (CF_OBC_Rdy), setting when a failure condition occurs other than the on-board charger failure (CF_OBC_Wrn), and setting when the on-board charger failure condition occurs (CF_OBC_Flt), charging mode (CF_OBC_CharMode), charging connector connection state (CF_OBC_Connection), charging end (CF_OBC_ChgFinished), charging ready status notification (CF_OBC_powEnaStat), charger error code (CR_OBC_FltCode), charger internal temperature (CR_OBC_Temp), charger efficiency CR_OBC_Effi), the maximum chargeable power value (CR_OBC_Maxpwr_W), the maximum chargeable current value (CR_OBC_MaxCur_A), and the maximum chargeable voltage value (CR_OBC_MaxVolt_V), so that the on-board charger 2 can respond in an abnormal state.

In addition, as shown as OBC3 in FIG. 3A , in the first sub communication interface protocol 12 , the device controlled by the first sub control unit 2a, for example, the input terminal current (CR_Main_Cur), the input terminal voltage of the on-board charger 2 . (CR_Main_Volt), output terminal current (CR_Out_Cur), and output terminal voltage (CR_Out_Volt) messages are transmitted.

And, in the first sub communication interface protocol 12, the remaining charging time (CR_OBC_CHRTIME) and driving so that the remaining charging time and the drivable distance can be displayed on the vehicle cluster 60 as shown by OBC4 in FIG. 3B . Transmits information about the possible distance (CR_OBC_DISTANCE). The user's convenience is increased by displaying the remaining charging time (CR_OBC_CHRTIME) from the current to full charge and the drivable distance (CR_OBC_DISTANCE) that can be charged from the current state of charge to the vehicle cluster 60 . An example of the vehicle cluster 60 may be a display provided in the interior of a vehicle.

Similarly, between the main control unit 1 and the third sub control unit 5a built in the separate charger 5, protocols necessary for communication with each other are stored in advance, and between the main control unit 1 and the separate charger 5 to enable communication for control.

The separate charger 5 has a third sub-controller 5a therein, converts the DC power supplied from the outside to voltage and current to charge the high voltage battery 30, and the separate charger ( 5), in the same manner as above, a second sub communication interface 10' is set between the main control unit 1 and the third sub control unit 5a, and the second sub communication interface 10 '), a first main communication interface protocol 11' and a third sub communication interface protocol 12' may be defined. In addition, when charging is started, the remaining charging time and the maximum driving distance may be displayed on the display means 6 .

Meanwhile, the first sub communication interface 20 used for communication between the first sub control unit 2a and the second sub control unit 40a will be described as follows.

1, the second main communication interface protocol 21 for controlling the second sub-controller 40a in the first sub-controller 2a includes an LDC output voltage command (CR_OBC_LDC_Vol_V) and an LDC operation control signal. (CF_OBC_LDC_Inh). The first sub-controller 2a determines based on the collected information on the LDC 40, and determines whether the LDC 40 ) to the second sub-controller 40a to control the voltage to be output and whether the LDC 40 operates.

At this time, the first sub-controller 2a transmits the information of the LDC 40, that is, the actually measured LDC output voltage CR_LDC_OBC_Vol_V, the LDC output current CR_LDC_OBC_Cur_A, and the LDC temperature CR_LDC_Temp to the second sub-controller 40a. By providing , the first sub control unit 2a provides information that can control the LDC 40 , that is, the first sub communication interface 20 . The first sub communication interface 20 includes a second main communication interface protocol 21 for communicating with the first sub control unit 2a and a second sub communication interface protocol 22 for communication with the second sub control unit 40a. This is defined

In addition, the second main communication interface protocol 21 provided from the second sub-controller 40a to the first sub-controller 2a may include an error code (CF_LDC_FaultForOBC) storing whether an error occurs when an LDC fault occurs. .

As described above, by providing the first sub communication interface 20 to the main communication interface 10 for charging the basic high voltage battery 30 so that the onboard charger 2 and the LDC 40 communicate with each other, the LDC When the load at (40) is small, that is, when there is no electric load (51), the charging time can be shortened by concentrating the charging on the high voltage battery (30).

In addition, when an electric load is generated by the operation of electric components even while the high voltage battery 30 is being charged, power is supplied from the on-board charger 2 to the LDC 40 as well as the high voltage battery 30, so that the electric load ( 51), the charging efficiency can be improved by supplying power without going through the high voltage battery 30 .

The format and each definition of data transmitted/received on the first main communication interface 10 and the sub communication interface 10', 20 are the main control unit 1, the first sub control unit 2a, It is stored in the third sub-controller 5a and the second sub-controller 40a, and when any one transmits data, the receiving end reads it using a pre-stored protocol.

That is, the first main communication interface protocol 11 and the first sub communication interface protocol 12 are built into the main control unit 1 and the first sub control unit 2a, respectively, and the third main communication interface protocol 11' ) and the third sub communication interface protocol 12' are built into the first sub control unit 2a and the second sub control unit 40a, respectively.

In addition, the second main communication interface protocol 21 and the second sub communication interface protocol 22 are embedded in the first sub control unit 2a and the second sub control unit 40a, respectively.

In this state, for example, when the main control unit 1 transmits data to the first sub control unit 2a, the first main communication interface protocol 11 performs not only the main control unit 1 but also the first sub control unit 2a. ), so that data transmitted by the main control unit 1 can be read from the first sub control unit 2a.

Meanwhile, between the main control unit 1 and the third sub control unit 5a built in the separate charger 5, the protocol required for communication with each other is stored in advance, and between the main control unit 1 and the separate charger 5 Communication for control can be made possible. Similarly to the above, a second sub communication interface 10' is set between the main control unit 1 and the third sub control unit 5a, and a third main communication interface constituting the second sub communication interface 10'. A protocol 11' and a third sub communication interface protocol 12' may be defined.

In addition, in OBC7 of FIG. 3B , the high voltage battery cell state abnormality (CR_OBC_C_abnormal) indicating whether the battery state is abnormal using the high voltage battery cell minimum value (CR_BMS_HV_C_min) and the high voltage battery cell maximum value (CR_MBS_HV_C_max) defined in BMS3 of FIG. 2 is used. , high voltage battery cell deviation (CR_OBC_C_Diff), and the like are defined.

In addition, protocols necessary for communication between the cluster controller 60a of the vehicle cluster 60 and the first sub-controller 2a of the on-board charger 2 are stored in advance, and the vehicle cluster 60 and the on-board charger ( 2) It is possible to enable communication for control between them. In the same manner as above, a fifth main communication interface protocol 61-1 that establishes a cluster communication interface 61 between the first sub-controller 2a and the cluster controller 60a and configures the cluster communication interface 61 is used. and a fifth sub communication interface protocol 61'-1 may be defined.

To this end, in OBC8 of FIG. 3B , a high-speed operable state (CF_OBC_Hdrive), an intermediate operable state (CF_OBC_Ndrive), and a low-speed operation region are classified and informed according to the SOC state information of the main controller 1 that manages and controls the battery. A drivable state (CF_OBC_Ldrive), a battery charging request state (CF_OBC_Notice_Char), and the like are defined.

Here, the high-speed operable state (CF_OBC_Hdrive) means that the SOC (State Of Charge) is 90 - 60% and it can be operated at 80 km/h, and the intermediate drivable state (CF_OBC_Ndrive) has an SOC of 60 - 40% and 40-50 km It means that it can be driven at /h, and the low-speed driving state (CF_OBC_Ldrive) means that the SOC is 20 - 30% and can be driven at 20-30 km/h, and the battery charging request state (CF_OBC_Notice_Char) is the SOC is 15% and 20 km /h means that it is possible to drive below.

To paraphrase, it is as follows.

CF_OBC_Hdrive : High-speed operation possible status indication (It is necessary to provide information that can give users a sense of stability by displaying the status indicating that high-speed operation is possible through monitoring the SOC status and battery voltage status when driving on the highway)

CF_OBC_Ndrive : Intermediate driving possible status indication (need to provide information that it is possible to proceed to normal driving status when driving on city roads)

*

*

*

*

*CF_OBC_Ldrive : Low-speed driving required status, providing the need for user recognition when the battery is low (SOC low status = 20~30%)

CF_OBC_Notice_Char : Battery charging request status, providing status information indicating that vehicle charging is required through the vehicle cluster

In addition, it is possible to classify a section by a state value (CF_OBC_Hdrive) for each SOC state. For example, 1 - high speed operation, 2 - change to medium operation area.

In addition, although the cluster communication interface 61 is illustrated as being configured between the vehicle cluster 60 and the on-board charger 2 in FIG. 1 , the present invention is not limited thereto, and the cluster communication interface 61 is connected to the vehicle cluster 60 . And it may be configured between the separate charger (5). Of course, the cluster communication interface 61 may communicate with the third sub control unit 5a of the separate charger 5 through the first sub control unit 2a of the on-board charger 2 .

In other words, protocols necessary for communication between the navigation control unit 90a of the navigation 90 and the first sub control unit 2a of the on-board charger 2 are stored in advance, and the navigation 90 and the on-board charger 2 ) to enable communication for control between them.

To this end, a navigation communication interface 91 is set between the navigation device 90 and the onboard charger 2, and the main navigation communication interface protocol 91-1 and the sub navigation communication interface constituting the navigation communication interface 91 are configured. An interface protocol 91'-1 is defined.

For definition of such a protocol, in OBC9 of FIG. 3B, CF_OBC_Navi_Hstate, CF_OBC_Navi_Mstate, CF_OBC_Navi_Lstate, CF_OBC_Distance_H, CF_OBC_Distance_Lstate, etc. are defined in order to provide location information of nearby charging stations as state sharing information with navigation.

In other words, it provides an indication and/or an alarm of a location of a charging station in a short distance by defining the status information for each SOC status and each drivable distance.

Here's an easy to understand explanation:

CF_OBC_Navi_Hstate : Provides navigation alarm output by providing 90% of high voltage battery SOC status information. For example, navigation alarm: “Battery is fully charged.”

CF_OBC_Navi_Mstate : Provides navigation alarm and/or indication output by providing 50% of high voltage battery SOC status information. For example, the navigation alarm: “Battery is in the middle of charging. Displays nearby charging station information.” and/or navigation display: display on the charging station information screen within 20 km of the surrounding area.

CF_OBC_Navi_Lstate : Provides navigation alarm and/or indication output by providing 20% of high voltage battery SOC status information. For example, navigation alarm: “Battery needs to be charged. Display nearby charging station information.” and/or navigation display: display on the charging station information screen within 5 km of the surrounding area.

CF_OBC_Distance_H : Navigation alarm output by providing drivable distance status information at 90% high voltage battery SOC status. For example, a navigation alarm: “The maximum driving distance is xxkm.”

CF_OBC_Distance_M : Navigation alarm and/or display output by providing drivable distance status information at 50% high voltage battery SOC status. For example, the navigation alarm: “The maximum driving range is 60 km. Displays nearby charging station information.” and/or navigation display: display on the charging station information screen within 20 km of the surrounding area.

CF_OBC_Distance_L : Navigation alarm and/or display output by providing drivable distance status information at 20% of high voltage battery SOC status. For example, navigation alarm: “The maximum driving distance is 20 km.” “Please check the nearest charging station to charge.” and/or navigation display: a display on the charging station information screen within 5 km of the surrounding area.

Hereinafter, a charging process will be described using the bars shown in FIGS. 4 to 9 .

4 shows a control flow chart in the process of starting charging.

When the connector (200a of FIG. 9) of the external power source (200 of FIG. 9) is connected to the connector (2d of FIG. 9) of the electric vehicle (see 100 of FIG. 9) for charging, the main control unit 1 and the first The sub-controller 2a communicates with each other to perform basic information for charging.

That is, the main control unit 1 transmits the electric vehicle BMS code (CR_BMS_VehicleCode) and the BMS SW version to the first sub control unit 2a, and the first sub control unit 2a also transmits the charger code (CR_OBC_Code) and the charger SW version. It is transmitted to the main control unit (1).

When the main control unit 1 and the first sub control unit 2a check each other initial information, the main control unit 1 transmits a charge preparation command (CF_BMS_RdyforOBC) to the first sub control unit 2a, and the main relay 70 ) and check the status (CF_BMS_MainRlyOnStatForOBC).

The on-board charger 2 checks whether there is an abnormality in the charger and, if there is no abnormality, notifies the main control unit 1 that it is in the charging ready state (CF_OBC_Rdy), in this case, the first sub control unit 2a is a second sub control unit ( 40a) commands the output voltage command CR_OBC_LDC_Vol_V of the LDC 40 and the LDC operation control signal CF_OBC_LDC_Inh to operate the LDC.

The main control unit 1 transmits a charging current value CR_BMS_OBCCmdCur_A and a charging voltage value CR_BMS_OBCCmdVolt_V, and the first sub control unit 2a starts charging according to a predetermined charging mode.

At this time, the first sub-controller 2a transmits the remaining charge time (CR_OBC_CHRTIME) from the SOC of the current high voltage battery 30 to full charge and the maximum driving distance (CR_OBC_DISTANCE) that can be driven from the current state of charge. do.

At the same time, the second sub control unit 40a controls the state of the LDC 40 according to the operation of the LDC 40 , that is, the LDC output voltage CR_LDC_OBC_Vol_V, the LDC output current CR_LDC_OBC_Cur_A, the LDC internal temperature CR_LDC_Temp, and the LDC The error code CF_LDC_FaultForOBC is transmitted to the first sub control unit 2a.

When charging is started as described above, the second sub-controller 40a continuously provides the state of the LDC 40 to the first sub-controller 2a to be used for controlling the LDC 40 . Accordingly, charging is started according to the control flow diagram shown in FIG. 4 .

On the other hand, FIG. 5 shows a control flow chart for stopping after charging is completed by the BMS 1 in a state where charging is completed, and FIG. 6 shows a control flow chart for stopping charging at the user's request.

A process of stopping after charging is completed with reference to FIG. 5 will be described as follows.

The main control unit 1 monitors the SOC of the high-voltage battery 30 and, when the SOC reaches the maximum, to end charging, transmits the charging completion state (CF_BMS_OBCChgFinishedForOBC) to the first sub control unit 2a. In addition, the main control unit 1 also transmits the current and voltage of the high voltage battery 30 .

The first sub control unit 2a maintains the charging ready state (CF_OBC_powEnaStat), but the main control unit 1 cuts off the main relay (70 in FIG. 11 ), and a message indicating that the main relay 70 is blocked (CF_BMS_MainRlyOnStatForOBC) is sent.

Thereafter, the first sub control unit 2a terminates charging (CF_OBC_ChgFinished) and converts the charging mode to the non-charging mode, thereby completing charging.

On the other hand, the first sub control unit 2a also sends the LDC output voltage command (CR_OBC_LDC_Vol_V) and the LDC operation control signal (CF_OBC_LDC_Inh) to be output from the LDC 40 according to the charging end to the second sub control unit 40a, and if necessary Accordingly, the LDC output voltage command CR_OBC_LDC_Vol_V and the LDC operation control signal CF_OBC_LDC_Inh may be controlled so that the LDC 40 does not operate.

On the other hand, as shown in FIG. 6 , since the process of stopping charging by the user interrupt is terminated by the user interrupt regardless of the state of the high voltage battery 30 being charged, the charging completion process according to the full charge and In comparison, the process in which the main controller 1 transmits the SOC, current, and voltage of the current high voltage battery 30 to the first sub controller 2a is omitted, and the rest of the process proceeds in the same way.

7 is a control flowchart illustrating a charging process by an electric vehicle power supply (EVSE) communication interface protocol according to an embodiment of the present invention. Referring to FIG. 7 , an electric vehicle power supply communication interface (not shown) is configured between an Electric Vehicle Supply Equipment (EVSE) 210 and the first sub-controller 2a.

In general, the configuration of the electric vehicle power supply (EVSE) is divided into four. Each component includes a communication unit (not shown) for communication with an electric vehicle and a smart grid, a metering unit (not shown) for billing through the metering of used electricity, a charging control unit for charging strategy execution and charging management, and charging It is divided into a monitoring unit (not shown) for checking status information.

When the battery vehicle power supply device 210 sends CP (CONTROL PILOT) and PD (PROXIMITY DETECTION) signals using this electric vehicle power supply communication interface, the first sub-controller 2a is the EVSE to the main controller 1 . Signals such as input frequency (CR_OBC_CPFreq), EVSE input frequency duty (CR_OBC_CPDuty), vehicle coupler voltage check (CR_OBC_PDVol), vehicle coupler connection check (CR_OBC_PDCheck), vehicle coupler S3 switch status check (CR_OBC_PDS3Check), EVSE output current command (CR_CP_Cur), etc. send

Here, CP (Control Pilot): A 1 kHz frequency is generated to limit the charging current for each duty.

PD (Proximity Detection): Proximity detection function, check the normal connection status of the coupler.

CR_OBC_CPFreq: 1kHz frequency input information, check whether a normal PWM (Pulse Width Modulation) input signal is received (970~1030Hz)

CR_OBC_CPDuty: Generates current limit information according to duty information.

CR_OBC_PDVol: Transmits input voltage information according to coupler connection status.

CR_OBC_PDCheck: Final proximity detection confirmation signal.

CR_OBC_PDS3Check: Checks the status of the coupler internal switch to prevent arcing.

CR_CP_Cur: Indicates the final current limit information. (Refer to Table 1 below)

For example, a 30% duty would result in an 18A current limit (maximum charge current).

duty Current limit command (maximum charging current) note 3% or less No charging 3-7% Can communication 7-8% No charging 8%-10% 6A 10%-85% Allowable current = Duty *0.6 85%-96% Allowable current = (Duty - 64)*2.5 96%-97% 80A 97% or more No charging

These parameters shown in FIG. 7 are expressed in OBC6 in FIG. 3, and this electric vehicle power supply (EVSE) communication interface is an interface between the vehicle and the electric vehicle power supply (EVSE) as a data definition for SAE J1172 standardized information. By defining the information, the charging operation of AC LEVEL1 and LEVEL2 is carried out using the information about the coupler's connection status and EVSE charging command. The contact interface of the charging coupler specified in the SAE J1772 document is AC power (L1), ), device grounding, control pilot (CONTROL PILOT) and proximity detection (PROXIMITY DETECTION). .Therefore, the control pilot checks the connection between the vehicle and the power supply and determines the supply/disconnection of power according to the vehicle status. It also performs a function of delivering the maximum current value that can be supplied to the vehicle. FIG. 8 is a control flowchart illustrating a process of terminating charging when a battery is abnormal according to an embodiment of the present invention. Referring to FIG. 8 , when the main control unit 1 sends status monitoring information CR_BMS_HV_C_min and CR_BMS_HV_C_max to the sub control unit 2a , the sub control unit 2a uses these status monitoring information to control the current high voltage battery of the high voltage battery 30 . It transmits abnormality (CR_OBC_C_abnormal) and deviation (CR_OBC_C_Diff) information about the cell to the main control unit 1 , and also transmits charging end (CF_OBC_ChgFinished) to the main control unit 1. The main control unit 1 transmits these abnormalities and/or Alternatively, when the charging end (CF_OBC_ChgFinished) is received along with the deviation information (CR_OBC_C_abnormal, CR_OBC_C_Diff), the high voltage battery 30 turns off the switching means (for example, it may be a relay element) between the charger and the high voltage battery 30 . The high voltage relay on/off state (CF_BMS_MainRlyOnStatForOBC) is sent to the sub control unit 2a during charging to stop the operation of the vehicle. to be. Referring to FIG. 9 , the sub-control unit 2a monitors the state of charge (SOC) state of the high voltage battery 30 and provides state information for classifying a driving area by a driver through this state monitoring information. .

For example, if the state of charge (SOC) is 90 to 60%, a high-speed operation possible state (CF_OBC_Hdrive) indicating that operation is possible at 80 km/h is provided to the cluster controller 60a.

In addition, if the SOC is 60 - 40%, an intermediate drivable state (CF_OBC_Ndrive) indicating that operation is possible at 40-50 km/h is provided to the cluster controller 60a.

In addition, if the SOC is 20 - 30%, a low-speed operable state (CF_OBC_Ldrive) indicating that operation is possible at 20-30 km/h is provided to the cluster controller 60a.

In addition, if the SOC is 15%, a battery charging request state (CF_OBC_Notice_Char) indicating that the vehicle can be operated at 20 km/h or less is provided to the cluster controller 60a.

10 is a control flowchart illustrating a process for sharing state information with a navigation system according to an embodiment of the present invention. In other words, it is a control flowchart showing a process of displaying the battery and drivable distance status for providing charging station information through status sharing information with the navigation system. Referring to FIG. 10 , the sub-controller 2a monitors the state of charge (SOC) state of the high voltage battery 30 and defines state information for each SOC state and each drivable distance using this state monitoring information. Accordingly, the navigation control unit 90a displays the location of the charging station near the vehicle and/or outputs an alarm signal on the navigation device ( 90 in FIG. 1 ) so that the driver recognizes it.

In other words, for example, if the SOC (State Of Charge) is 90%, the sub control unit 2a provides the high SOC state (CF_OBC_Navi_Hstate) to the navigation controller 90a.

In addition, when the SOC (State Of Charge) is 50%, the sub-controller 2a provides the medium SOC state (CF_OBC_Navi_Mstate) to the navigation controller 90a.

In addition, when the SOC (State Of Charge) is 20%, the sub-controller 2a provides the low SOC state (CF_OBC_Navi_Lstate) to the navigation controller 90a.

In addition, if the SOC is 90%, the maximum drivable distance state CF_OBC_Distance_H is provided to the navigation controller 90a.

In addition, if the SOC is 50%, the intermediate drivable distance state (CF_OBC_Distance_M) is provided to the navigation controller 90a.

In addition, if the SOC is 20%, the state of the drivable distance state (CF_OBC_Distance_L) is provided to the navigation controller 90a.

Meanwhile, FIG. 11 is a block diagram illustrating an electric vehicle having a communication interface system for state sharing information with a navigation system according to an embodiment of the present invention. Referring to FIG. 11 , an electric vehicle 100 having a communication interface system according to the present invention includes a high voltage battery 30 , a main controller 1 controlling charging of the high voltage battery 30 , and an external device. An on-board charger 2 connected to AC power and an AC connector 200a to convert AC power to the high-voltage battery 30 and charge it, and a first sub-controller 2a is built-in, and the on-board charger 2 ) and the LDC 40 for DC/DC conversion of the power of the high voltage battery 30 to the electric load 51 of the electric vehicle.

As described above, in the communication interface system, the main control unit 1 and the mounted control unit 2a built into the mounted charger 2, the mounted control unit 2a and the inverter 40 communicate with each other. , to transmit and receive messages necessary for charging and controlling the high voltage battery 30 and the LDC 40 , the detailed description has been described above, and thus will be omitted.

The high voltage battery 30 is charged by the onboard charger 2 or the separate charger 5 , and supplies power to the driving motor 41 through the inverter 40 . In addition, power is supplied to the electric load 51 through the LDC 40 . To this end, the LDC control unit 40a is configured inside the LDC 40 .

The on-board charger 2 converts the household AC power supplied from the power source 200 and/or the Electric Vehicle Supply Equipment (EVSE) 210 into direct current and supplies it to the high voltage battery 30 . In order to do this, it is connected to the external AC power source 200 through the connectors 2d and 200a. For this, the EVSE control unit 210a is configured.

In general, in order to charge the driving battery of an electric vehicle (EV) and a plug-in hybrid vehicle (PHEV), it is necessary to use an electric vehicle power supply (EVSE) connected to a distribution system, and the electric vehicle power supply and Charging interface parts (not shown) such as a charging connector and an inlet are configured between the electric vehicle.

On the other hand, in the on-board charger 2 supplied with conventional household power, the on-board power unit 2b converts it to be suitable for charging the high-voltage battery 30 and supplies it to the high-voltage battery 30 . The on-board charger 2 exchanges messages with each other through the main control unit 1 and the main communication interface 10 so that the on-board charger 2 charges the high voltage battery 30 .

The inverter 40 is installed to communicate with the on-board charger 2 and the first sub communication interface 20 so that a part of the operation of the inverter 40 is controlled by the on-board charger 2 . A second sub control unit 40a for controlling the operation of the inverter 40 is built in the inverter 40 , and the inverter 40 is operated based on the control information received through the first sub communication interface 20 . control

In addition, in the electric vehicle 100 of the present invention, a switching means 70 capable of cutting off power is provided between the on-board charger 2 and the high voltage battery 30 , so that the main control unit 1 is the switching means By directly controlling 70, the on-board charger 2 and the high voltage battery 30 can be connected or disconnected as needed. Here, the switching means 70 may be a relay circuit element or the like.

On the other hand, since the electric vehicle 100 can be charged through the separate charger 5 , the high voltage battery 30 is connected through the connectors 80 and 5c for connection of the separate charger 5 , and , is charged by the DC power supplied in the separate charger (5). It may include a third sub-controller 5a for controlling the separate charger 5, and a separate power unit (not shown) for converting the voltage and current of the DC power source.

In addition, the electric vehicle 100 includes a navigation system (90). The navigation control unit 90a is configured in the navigation unit 90 to communicate with the on-board charger 2 . In other words, it provides the driver with an indication of the location of the charging station in the vicinity and/or an alarm signal by defining the location of the charging station by the SOC status of the high-voltage battery and the status information by the drivable distance. Therefore, it is possible to provide a stable driving environment and present a safe driving area with alarm information that can be recognized for each state.

1: main control unit 2: on-board charger
5: Separate charger
6: display means 10: main communication interface
10': second sub communication interface
11: first main communication interface protocol
12: first sub communication interface protocol
11': third main communication interface protocol
12': third sub communication interface protocol
13: high voltage battery communication interface
13-1: fourth main communication interface protocol
13'-1: fourth sub communication interface protocol
20: first sub communication interface
21: second main communication interface protocol
22: second sub communication interface protocol
30: high voltage battery 30a: battery sensing control unit
40: inverter 41: drive motor 40: LDC 40a: LDC control unit
51: electric load 60: vehicle cluster
60a: cluster controller 61: cluster communication interface
61-1: Fifth main communication interface protocol
61'-1: fifth sub communication interface protocol
70: switching means 80: connector
90: navigation
90a: navigation control unit
91: navigation communication interface
91-1: Main navigation communication interface protocol
91'-1: sub-navigation communication interface protocol
200: external power 200a: connector
210: Electric Vehicle Power Supply Equipment (EVSE: Electric Vehicle Supply Equipment)
210a: EVSE control unit

Claims (11)

a high-voltage battery mounted in a vehicle;
a charger for charging power supplied from the electric vehicle power supply to a high voltage battery in the vehicle according to a duty ratio of a control pilot received from an electric vehicle power supply (EVSE);
a main control unit for controlling the charging operation of the charger; and
and a display device for displaying information exchanged between the high voltage battery, the charger, and the main control unit,
The information displayed by the display device,
At least one of an operation area according to the SOC of the high voltage battery and location information of a charging station according to the SOC,
The operating area according to the SOC is,
and a plurality of drivable areas defined according to the driving speed of the vehicle and the SOC section,
The main control unit,
An electric vehicle omitting the process of transmitting the SOC, current, and voltage of the high voltage battery to the charger when charging is terminated by the user interrupt regardless of the state of the high voltage battery being charged. In claim 1,
The plurality of operable areas may include:
A first SOC section in which high-speed operation is possible, a high-speed operation possible region defining a fully charged state of the high-voltage battery;
A second SOC section lower than the first SOC section and capable of medium-speed operation, the second SOC section comprising: a medium-speed operable region defining an intermediate state of charge of the high-voltage battery; and
A third SOC section lower than the second SOC section and capable of low-speed operation, the electric vehicle including a low-speed operable region defining a low-charge state of the high-voltage battery. In claim 1,
The location information of the charging station according to the SOC is,
Location information and distance information of the charging station reachable in the first SOC section,
Location information and distance information of a charging station reachable in a second SOC section lower than the first SOC section, and
Location information and distance information of a charging station reachable in a third SOC section lower than the second SOC section
electric vehicle including In claim 4,
The display device is
and outputting the location information and distance information of the charging station in the form of an alarm in at least one of the second SOC section and the third SOC section. In claim 1,
The display device is
An electric vehicle that is a navigation or vehicle cluster that provides location information of the charging station that can be charged. In claim 1,
communication interface; and
The electric vehicle further comprising a low voltage DC-DC converter (LDC) that communicates with the charger through the communication interface. In claim 6,
The charger supplies power to the LDC without passing through the high voltage battery when there is no electric load connected to the LDC based on information exchanged with the LDC through the communication interface. In claim 7,
The information exchanged with the LDC is
An electric vehicle that is information indicating whether an electric component connected to the LDC is in operation. In claim 1,
the charger is
and terminating charging according to a charge termination command defined in a duty ratio of 3% or less, a duty ratio of 7-8%, or a duty ratio of 97% or more among the duty ratios of the control pilot. In claim 1,
The information exchanged is
An electric vehicle including a high voltage relay ON/OFF state during charging, charging power limit, normal charging state, charging completion state, SOC of the high voltage battery, remaining time for full charge, constant current value and constant voltage value according to charging mode. In claim 1,
The information exchanged is
Information related to the occurrence of a failure situation other than the charger failure, information related to the occurrence of the charger failure situation, charging mode, charging connector connection state, charging end, charging ready state notification, charger error code, charger internal temperature, charger efficiency, maximum charging An electric vehicle including a possible power value, a maximum chargeable current value, and a maximum chargeable voltage value.

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