KR20220152038A - Charging device with center kiosk - Google Patents

Abstract

The present invention relates to a charging device for an electric vehicle, which comprises: an individual kiosk facing the electric vehicle and supplying power to the electric vehicle; and a center kiosk connected to the plurality of the individual kiosks. The center kiosk distributes the power to the individual kiosk, and a user can proceed at least one among authentication, selection of a charging method, and payment through the center kiosk.

Description

Charging device with center kiosk {Charging device with center kiosk}

The present invention relates to an electric vehicle charging device.

In accordance with the increase in demand for electric vehicles that can overcome the environmental pollution problems of fossil fuel vehicles, the number of chargers for charging electric vehicles is increasing frequently.

Unlike a fossil fuel vehicle, a charging device for charging an electric vehicle may include various functions such as a communication function and a power supply function.

Equipping each individual electric vehicle with a charger that has authentication functions, charging wattage measurement functions, or payment functions when charging electric vehicles is expensive, and overall management may be difficult. Therefore, authentication, energy control, or payment are integrated and managed in one center kiosk, and individual chargers are equipped with a minimum configuration for charging, so the cost of facility increase can be reduced even with the increasing demand for electric vehicles.

The present invention is an electric vehicle charging device, comprising: an individual kiosk facing an electric vehicle and supplying power to the electric vehicle; a center kiosk connected to a plurality of individual kiosks; , the center kiosk distributes power to the individual kiosks, and the user can proceed with at least one of authentication, selection of a charging method, and payment through the center kiosk.

A power line through which power distributed from the center kiosk to the individual kiosks is supplied may be provided with a control unit that controls the amount of power to be charged, and a payment unit that charges an amount according to the amount of power measured by the watt-hour meter may be provided in the center kiosk. have.

A conversion unit may be provided that converts commercial power into charging power for charging the electric vehicle, a distribution box connecting a terminal of the conversion unit and the individual kiosk is provided, and when a user selects a charging method, the charging method selection A control unit may be provided to transmit a corresponding signal to the distribution box and connect a corresponding individual kiosk and a terminal of the conversion unit.

When a user performs user authentication through an authentication unit, a control unit communicating with a server may be provided in the center kiosk, the control unit requests user authentication information from the server, and the server receives the user authentication information request from the control unit. After that, the user authentication information request of the server may be matched with the database of the server, and whether or not the user is registered may be transmitted to the control unit.

The conversion unit may distinguish terminals according to fast charging or slow charging, and when a signal for selecting a charging method after user authentication is received, an individual switching unit electrically connecting the terminal of the conversion unit and the individual kiosk may be provided. .

An auxiliary converter, a battery, a DC/DC converter, and an AC/DC converter may be provided in the conversion unit, and when an electric vehicle is rapidly charged, the power line of the individual kiosk for the rapid charging is electrically connected to the terminal of the DC/DC converter. can be connected

A bypass line may be provided in the conversion unit, and the bypass line may output supplied AC power as it is without processing. When an electric vehicle is slowly charged, the power line of the individual kiosk for slow charging is the bypass line It can be electrically connected to the terminal of

A power supply source for supplying power to the center kiosk may be provided, and a server communicating with the center kiosk may be provided when at least one of authentication, charging method selection, and payment is performed.

An individual kiosk may be connected to the electric vehicle through a connector, and the connector may include a power line supplying electricity to the electric vehicle and a communication line through which the individual kiosk and the electric vehicle communicate.

The present invention increases the demand for electric vehicles by providing only minimal devices such as connectors and displays in individual kiosks directly connected to electric vehicles, and providing user authentication, power consumption control, billing, payment, etc. in a center kiosk connected to a plurality of individual kiosks. Therefore, it is possible to reduce the cost of adding equipment for individual kiosks.

After a user parks his or her electric vehicle in a parking lot, the charging mode can be started with user authentication at the center kiosk. In the case of authentication using the built-in unique identification value of the electric vehicle, the user first connects the connector of the individual kiosk to the electric vehicle before going to the center kiosk, and then goes to the center kiosk to continue the authentication process.

A user can tag a card or enter a registered member number on the display of the center kiosk. A control unit provided in the center kiosk may transmit the input card information or member number to the server. The server may compare the transmitted member card information or member information with stored database information, and may transmit a confirmation signal whether the transmitted information is a registered member again to the control unit of the center kiosk.

A user confirmed to be a registered member may select a charging method, and the charging method may be classified into fast charging or slow charging.

A converter for converting commercial power into charging power may be provided, and at least one of a DC/DC converter, an AC/DC converter, and a bypass line may be provided in the converter.

In the case of fast charging, the terminals of the DC/DC converter or AC/DC converter can be connected to individual kiosk power lines through the distribution box, and in the case of slow charging, the terminals of the bypass line can be connected to the individual kiosk power lines through the distribution box. have.

Since fast charging converts the AC of the power system into DC, an AC/DC converter may be required. In the case of charging through a battery, a DC/DC converter may be required even during fast charging.

After the user completes authentication through the authentication unit, the user can designate the parked electric car through the kiosk selection unit and select a charging method. The signal for selecting the charging method may be sent to the distribution boxes, and individual switching units corresponding to individual kiosks may be provided in the distribution boxes.

For example, when the user selects the first individual kiosk through the kiosk selection unit and selects the fast charging method, the first individual switching unit of the distribution box connects the power line of the first individual kiosk to a terminal of a DC/DC converter or an AC/DC converter. can be connected with

A power meter for measuring distributed power may be provided on a power line between a distribution box and an individual kiosk or in an individual kiosk. A payment unit that calculates an amount according to the amount of electricity measured by the watt-hour meter may be provided in the center kiosk.

Accordingly, the user may proceed with authentication, selection of a charging method, and payment through the center kiosk.

1 is a conceptual diagram illustrating a schematic concept of the present invention.
2 is a conceptual diagram illustrating a center kiosk of the present invention.
3 is a conceptual diagram illustrating a distribution box of the present invention.

When a user charges the electric car 30 at a parking window, as many individual kiosks 40 as the number of parked electric cars 30 may be provided. The individual kiosk 40 may be located adjacent to a parking position of each electric vehicle 30 in order to supply power to the electric vehicle 30 through the connector 42 .

When there are few individual kiosks 40 charging the electric vehicles 30 in the parking lot, even if the individual kiosks 40 perform authentication, charging method selection, and payment, there is no significant increase in cost when facilities are increased, but the When the entire parking lot charges the electric vehicles 30 due to increased supply, it may be inefficient to provide authentication, charging method selection, and payment functions to individual kiosks prepared as many as the number of electric vehicles 30 .

In the present invention, a center kiosk 100 that can proceed with authentication, billing, or payment by being connected to the individual kiosks 40 may be provided. Therefore, the individual kiosk 40 may be provided with only a minimum device for charging, and the individual kiosk 40 may include a connector 42 capable of connecting the individual kiosk 40 and the electric vehicle 30, and each electric vehicle 30 A charge control board capable of controlling the display and the individual kiosks 40 may be provided to explain the charging step of the.

That is, the individual kiosk 40 can process only the results of the user's progress through the center kiosk 100 . Therefore, when a charging device supplier additionally installs an individual kiosk 40 due to an increase in demand for an electric vehicle 30, the cost burden can be reduced because it only needs to add an individual kiosk 40 equipped with minimum facilities for charging, , It can be convenient in terms of maintenance and repair by concentrating authentication, payment, or billing on the center kiosk 100 in terms of post-installation management.

The individual kiosk 40 may be connected to the electric vehicle 30 through the connector 42, and the connector 42 includes a power line 50 for power supply as well as wired/wireless communication between the electric vehicle 30 and the individual kiosk 40. A communication line 60 may also be included.

The individual kiosk 40 may receive power distribution from the center kiosk 100 through the power line 50, and the charging state of the individual electric vehicle 30, information on the electric vehicle 30, etc. may be transmitted to the center kiosk through wired/wireless communication ( 100) can be passed.

The center kiosk 100 may receive power from the power supply source 10 and distribute the power to individual kiosks 40 . Through the center kiosk 100, the user can determine or check whether the user is a flat-rate user, smart charging mode or normal charging mode, and the individual kiosk 40 can determine what kind of charging to do according to these results.

The center kiosk 100 can communicate with the server 20 and manage the center kiosk 100 in a specific area through the server 20 called a supplier or official. For example, a user who parks his or her electric vehicle 30 in the first individual kiosk 40 can proceed with user authentication at the center kiosk 100, and the center kiosk 100 provides user information necessary for user authentication. A request can be made to the server 20, and the center can transmit a signal confirming that the user information requested in the database has been registered to the center kiosk 100.

When the user authenticates using the center kiosk 100, the user can authenticate by inputting a card or membership card number, and by connecting the connector 42 to the electric vehicle 30, the unique identification information of the electric vehicle 30 is obtained. Authentication may be performed by being transmitted to the center kiosk 100 through the individual kiosk 40 and matching with database information of the server 20 .

The individual kiosk 40 may delay electrical connection so that charging is not performed even if the connector 42 is connected to the electric vehicle 30 until the center kiosk 100 receives the registration confirmation signal as a reply from the server 20. .

After completing the authentication, the user can start charging by connecting the connector 42 of the individual kiosk 40 to the electric car 30 after determining whether it is a flat rate or smart charging in the center kiosk 100 . In the case of using the unique identification code of the electric vehicle 30 through the connector 42 at the time of authentication, since the connector 42 is already connected to the electric vehicle 30, charging can start right after the authentication and selection of the charging method are completed. . The user can check the charging status through the display of the individual kiosk 40, and when an app available for the user terminal is provided, the charging status can be checked through the app.

When making a payment after selecting a charging method or making a payment after all charging is completed, the user can make a payment through the center kiosk 100 .

High-voltage electricity may be supplied from the power supply source 10 , and a supply line 90 providing 220V commercial power may be connected to the center kiosk 100 .

A conversion unit 200 that converts commercial power into charging power may be provided.

The conversion unit 200 may convert commercial electricity supplied through the power supply source 10 into charging electricity, and at least one of the DC/DC converter 230, the AC/DC converter 240, and the bypass line 250 may include either.

A user can select smart charging or normal charging through the center kiosk 100 .

Normal charging may be a mode in which the user immediately charges as much as the consumed battery 220, and smart charging may be a mode including a minimum required charging amount, a car leaving time, a priority charging capacity, smart discharging, smart charging, and the like. Smart charging may be a method of charging electricity at a minimum rate by using a difference in electricity rates for each load, or charging by calculating a minimum rate when requesting a system DR. Smart discharge may be a mode for minimizing charges by a V2G method including reverse transmission to the system upon request from the system, such as a request for plus DR.

Accordingly, the charging method of the electric vehicle 30 may be classified as rapid or slow charging. That is, the smart charging or normal charging may be a combination of fast or slow charging.

For example, when a user selects normal charging and fills up an empty battery like refueling a normal fossil fuel vehicle, it can be rapidly charged.

If the user selects smart charging and sets the priority charging capacity, in the initial period after the start of the charging command, it can be rapidly charged up to the priority charging capacity. can do. That is, the electric vehicle may be charged with a combination of rapid charging and slow charging.

An auxiliary converter 210 for fast charging, a battery 220, a DC/DC converter 230, and an AC/DC converter 240 may be provided, and a bypass line 250 for slow charging may be provided. have.

Looking at the case of fast charging, the auxiliary converter 210 may convert commercial power into DC power. When commercial power is AC, the auxiliary converter 210 may include a converter that converts AC power to DC power.

The battery 220 may store DC power output from the auxiliary converter 210 .

The DC/DC converter 230 may convert DC power of the battery 220 into charging power. The DC/DC converter 230 may be electrically connected to the terminal unit. The electric vehicle 30 can be charged at high speed using the charging power supplied through the battery 220 .

Looking at the case of slow charging, the bypass line 250 can output AC power flowing through the supply line 90 as it is without processing.

Commercial power may be converted by the conversion unit 200, and the converted power may be distributed to individual kiosks 40 by the distribution box 300.

When the user can designate his/her individual kiosk 40 through the kiosk selection unit of the center kiosk 100 and selects a fast or slow charging method after completing user authentication, the selection signal is transmitted from the authentication unit 420 to the control unit. (400).

The control unit 400 can communicate with the server 20, and when a charging method selection signal is transmitted, the control unit 400 converts the power terminal of the individual switching unit 340 connected to the individual kiosk 40 into an AC/DC converter ( 240), the bypass line 250, or the auxiliary conversion unit 200 may be electrically connected.

The center kiosk 100 may determine whether a means for converting AC power into DC power exists in the specific electric vehicle 30 by using vehicle information of the specific electric vehicle 30 . The center kiosk 100 may include the existence or nonexistence of the conversion means in the control signal.

The individual switching unit 340 may switch so that the power terminal is electrically connected to the bypass line 250 when a conversion unit is present in the electric vehicle 30 . The individual switching unit 340 may switch so that the power terminal is electrically connected to the AC/DC converter 240 when the electric vehicle 30 does not have a conversion means.

A null terminal disconnected from the conversion unit 200 may be additionally provided in the individual switching unit 340 . The individual switching unit 340 may cut off various types of charging power by connecting the power terminal to the null terminal while the control unit 400 does not receive a signal regarding the charging method.

A watt-hour meter 500 capable of measuring the amount of charging power of the electric vehicle 30 connected to the individual kiosk 40 may be provided. The power meter 500 may be provided in the power line 50 between the distribution box 300 and the individual kiosk 40 or in the individual kiosk 40 .

In particular, the measurement of the amount of power must be applied to the individual kiosks 40 to be able to accurately measure the amount of power. When the watt-hour meter 500 is provided in each individual kiosk 40, power loss according to a distance between each individual kiosk 40 and the center kiosk 100 can be prevented. Accordingly, the watt-hour meter 500 may be provided in the DC output unit 44 of the individual kiosk 40 .

The watt-hour meter 500 can accurately measure only the net charging amount excluding the power consumed by the individual kiosk 40 itself. In addition, it may be appropriate for the watt-hour meter 500 to be installed in an individual kiosk 40 according to charger certification laws.

The installation location of the watt-hour meter 500 is the power line between the center kiosk 100 and the individual kiosk 40 or the center kiosk when the individual kiosk 40 uses a separate power source and does not consume the power measured by the watt-hour meter 500. It can be installed adjacent to (100).

However, if the individual kiosk 40 consumes the power of the stage after the distributed power line, it may be desirable to be provided in the individual kiosk 40 .

As an embodiment, the watt-hour meters 500 provided in the first individual kiosk 40 and the second individual kiosk 40 may be referred to as the first watt-hour meter and the second watt-hour meter. The power amount signals measured by the first and second power meters may be transmitted to the control unit 400, and the payment unit 410 may transmit the signals of each power meter 500 measured by the control unit 400 to each individual kiosk 40. ), and the billing amount calculated through the payment unit 410 can be presented to the user through a display provided in the center kiosk 100 . Accordingly, the user can proceed with authentication, billing, or payment using the center kiosk 100 .

10... power source 20... server
30... electric car 40... individual kiosk
42... connector 44... DC output
50... power line 60... communication line
90... supply line 100... center kiosk
200 ... conversion unit 210 ... auxiliary converter
220... battery 230... DC/DC converter
240... AC/DC converter 250... bypass line
300... distribution box 340... individual switch
400 ... control unit 410 ... payment unit
420 ... authentication unit 430 ... kiosk selection unit
500... wattmeter A,B,C... power line

Claims (9)

an individual kiosk facing the electric vehicle and supplying power to the electric vehicle;
a center kiosk connected to the plurality of individual kiosks; including,
The center kiosk distributes power to the individual kiosks, and the user proceeds with at least one of authentication, charging method selection, and payment through the center kiosk.
According to claim 1,
A watt-hour meter is provided to measure the amount of power supplied to the electric vehicle through the individual kiosk,
The watt-hour meter is provided on a power line between the center kiosk and the individual kiosk or a DC output unit of the individual kiosk,
The center kiosk is equipped with a payment unit that charges an amount according to the amount of power measured by the watt-hour meter.
According to claim 1,
A conversion unit is provided that converts commercial power into charging power for charging the electric vehicle,
A distribution box connecting the terminal of the conversion unit and the individual kiosk is provided,
When the user selects a charging method, a control unit is provided that transmits a signal corresponding to the charging method selection to the distribution box and connects a corresponding individual kiosk with a terminal of the conversion unit.
According to claim 1,
When the user performs user authentication through the authentication unit, the center kiosk is provided with a control unit communicating with a server,
The controller requests user authentication information from the server,
After receiving the request for user authentication information from the control unit, the server transmits whether the user is registered to the control unit by matching the user authentication information request of the server with the database of the server.
According to claim 1,
A conversion unit is provided that converts commercial power into charging power for charging the electric vehicle,
The conversion unit distinguishes terminals according to fast charging or slow charging,
A charging device having an individual switching unit electrically connecting a terminal of the conversion unit and the individual kiosk when a signal for selecting a charging method by the user is received.
According to claim 1,
A conversion unit is provided that converts commercial power into charging power for charging the electric vehicle,
The conversion unit is provided with an auxiliary converter, a battery, a DC / DC converter, and an AC / DC converter,
When the electric vehicle is rapidly charged, the power line of the individual kiosk for the rapid charging is electrically connected to a terminal of the DC / DC converter or the AC / DC converter.
According to claim 1,
A conversion unit is provided that converts commercial power into charging power for charging the electric vehicle,
The conversion unit is provided with a bypass line,
The bypass line outputs the supplied AC power as it is without processing,
When the electric vehicle is slowly charged, the power line of the individual kiosk performing the slow charging is electrically connected to a terminal of a bypass line.
According to claim 1,
A power supply source for supplying power to the center kiosk is provided,
A charging device provided with a server that communicates with the center kiosk when at least one of the authentication, charging method selection, and payment is performed.
According to claim 1,
The individual kiosk is connected to the electric vehicle by a connector,
The connector includes a power line for supplying electricity to the electric vehicle and a communication line through which the individual kiosk and the electric vehicle communicate.

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