KR102606792B1 - Charging apparatus for electric vehicle and communication method of the same - Google Patents

Abstract

A charging device for an electric vehicle according to an embodiment of the present invention includes a first transceiver unit that transmits and receives signals with a wired electric vehicle supply equipment (EVSE), a second transceiver unit that transmits and receives signals with a wirelessly connected EVSE, and 1 A switching unit that sets the switch between the transceiver and the second transceiver, and a control unit that controls the switching unit and controls the operation of the first transceiver or the second transceiver using PLC (Power Line Communication). Includes.

Description

Charging device for electric vehicle and communication method thereof {CHARGING APPARATUS FOR ELECTRIC VEHICLE AND COMMUNICATION METHOD OF THE SAME}

The present invention relates to electric vehicles, and more particularly, to a charging device for an electric vehicle and a communication method thereof.

Eco-friendly vehicles such as electric vehicles (EV) or plug-in hybrid electric vehicles (PHEV) use electric vehicle supply equipment (EVSE) installed at charging stations to charge their batteries. .

At this time, the electric vehicle can be charged according to a slow charging method or a fast charging method. Slow charging takes about 7 hours, and fast charging can take about 30 minutes.

Meanwhile, as the need for fast charging increases, research is beginning to wirelessly charge electric vehicles. Accordingly, there are attempts to have EVs and EVSEs perform PLC (Power Line Communication) for wired charging of electric vehicles, and to perform WiFi communication between EVs and EVSEs for wireless charging.

However, for this purpose, the electric vehicle charging device must support both PLC communication and WiFi communication, which may increase the complexity of hardware and software design inside the charging device. In addition, since WiFi communication is widely used in the surrounding area, there is a high possibility that interference and collisions will occur, making it difficult to measure signal attenuation.

The technical problem to be achieved by the present invention is to provide a charging device for an electric vehicle and a communication method thereof.

A charging device for an electric vehicle according to an embodiment of the present invention includes a first transceiver unit that transmits and receives signals with a wired electric vehicle supply equipment (EVSE), a second transceiver unit that transmits and receives signals with a wirelessly connected EVSE, and 1 A switching unit that sets the switch between the transceiver and the second transceiver, and a control unit that controls the switching unit and controls the operation of the first transceiver or the second transceiver using PLC (Power Line Communication). Includes.

The switching unit may include a switching element.

If the switching element is in one of the on state and the off state, the switching element is connected to the first transceiver, and if the switching element is in one of the on state and the off state, the switching element is connected to the second transceiver. can be connected

The second transceiver may include a low-frequency antenna.

The low-frequency antenna may be applicable in a frequency band including 1.8 MHz to 30 MHz.

The second transceiver may include a ground plane, a conductor formed parallel to the ground plane, and a load connected between the conductor and the ground plane.

The ground plane may be spaced apart from the ground and arranged in parallel.

The second transceiver may include a beverage antenna.

The second transceiver may be placed on the bottom of the electric vehicle toward the ground.

It may further include an amplifying unit disposed between the switching unit and the second transmitting/receiving unit.

A communication method of an electric vehicle charging device according to an embodiment of the present invention includes a first communication mode for communicating with an EVSE (Electric Vehicle Supply Equipment) wired to the charging device and a first communication mode for communicating with an EVSE wirelessly connected to the charging device. Selecting one of the second communication modes, performing settings for communicating in the selected communication mode, and communicating in the selected communication mode, where both the first communication mode and the second communication mode are Perform PLC (Power Line Communication).

According to an embodiment of the present invention, wireless communication and wireless charging between EV and EVSE can be performed efficiently. In particular, it is possible to obtain an EV charging device that supports both wired charging/wired communication and wireless charging/wireless communication without increasing hardware and software complexity.

1 is a block diagram showing a charging system for an electric vehicle.
2 to 4 are diagrams illustrating a connection method between EV and EVSE.
FIG. 5 is an example of basic interface Type 1 for single phase, and FIG. 6 is an example of basic interface Type 2 for three phase.
Figures 7 and 8 are block diagrams showing an electric vehicle charging system according to an embodiment of the present invention, and Figure 9 is a circuit diagram showing an example of the electric vehicle charging system of Figures 7 and 8.
FIG. 10 shows a charging system for an electric vehicle according to an embodiment of the present invention, FIG. 11 shows a part of a charging device for an electric vehicle according to an embodiment of the present invention, and FIG. 12 shows a charging system for an electric vehicle according to an embodiment of the present invention. An example is shown in which part of the charging device for an electric vehicle is mounted on an electric vehicle.
Figure 13 is a flowchart showing a communication method according to an embodiment of the present invention.
FIG. 14 is a flowchart showing a method of connecting an EV to a PLC, and FIG. 15 is a flowchart specifically showing the validation process in the process of FIG. 11.
Figure 16 shows an example of applying the signal attenuation compensation method for an electric vehicle according to an embodiment of the present invention.

Since the present invention can be subject to various changes and can have various embodiments, specific embodiments will be illustrated and described in the drawings. However, this is not intended to limit the present invention to specific embodiments, and should be understood to include all changes, equivalents, and substitutes included in the spirit and technical scope of the present invention.

Terms containing ordinal numbers, such as second, first, etc., may be used to describe various components, but the components are not limited by the terms. The above terms are used only for the purpose of distinguishing one component from another. For example, the second component may be referred to as the first component without departing from the scope of the present invention, and similarly, the first component may also be referred to as the second component. The term and/or includes any of a plurality of related stated items or a combination of a plurality of related stated items.

When a component is said to be "connected" or "connected" to another component, it is understood that it may be directly connected to or connected to the other component, but that other components may exist in between. It should be. On the other hand, when it is mentioned that a component is “directly connected” or “directly connected” to another component, it should be understood that there are no other components in between.

The terms used in this application are only used to describe specific embodiments and are not intended to limit the invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, terms such as “comprise” or “have” are intended to designate the presence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, but are not intended to indicate the presence of one or more other features. It should be understood that this does not exclude in advance the possibility of the existence or addition of elements, numbers, steps, operations, components, parts, or combinations thereof.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the technical field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and unless explicitly defined in the present application, should not be interpreted in an ideal or excessively formal sense. No.

Hereinafter, embodiments will be described in detail with reference to the attached drawings, but identical or corresponding components will be assigned the same reference numbers regardless of reference numerals, and duplicate descriptions thereof will be omitted.

1 is a block diagram showing a charging system for an electric vehicle.

Referring to FIG. 1, an electric vehicle (EV) 10 can be charged from an electric vehicle charging facility (Electric Vehicle Supply Equipment (EVSE) 20). To this end, the charging cable connected to the EVSE (20) may be connected to the inlet of the EV (10). Here, the EVSE 20 is a facility that supplies AC or DC, and can be placed at a charging station or within a home, and can also be implemented to be portable. In this specification, the EVSE 20 may be used interchangeably with a charging station (supply), an AC charging station (AC supply), a DC charging station (DC supply), a socket-outlet, etc.

The charging device 100 is included in the EV 10 and is connected to an Electronic Control Unit (ECU) 200 within the EV 10.

The charging mode for the EV 10 can be classified into various ways depending on the connection method between the EVSE 20 and the EV 10. For example, mode 1, which connects the EV 10 to the AC supply network using standardized socket-outlets, protects against electric shock between the EV 10 and the plug or part of the in-cable control box. Mode 2, which connects the EV (10) and the AC supply network using the protection system and CP (Control Pilot) function, and the EV (10) using a dedicated EVSE (dedicated EVSE) in which the CP function extends to the control equipment of the EVSE Mode 3, which permanently connects the EV 10 and the AC supply network, and Mode 4, which connects the EV 10 and the supply network using a DC EV charging station (e.g. an off-board charger) whose CP functionality extends to the DC EV charging station. It can be classified as:

Meanwhile, EV 10 and EVSE 20 can be connected in various ways. 2 to 4 are diagrams illustrating a connection method between the EV 10 and the EVSE 20.

Referring to FIG. 2, the EV 10 and the EVSE 20 are connected using a charging cable 50, and the plug of the charging cable 50 can be permanently mounted on the EV 10. At this time, the charging cable 50 may be connected to a household or industrial socket-outlet, or to a charging station.

Referring to FIG. 3, the EV 10 and the EVSE 20 are connected using a detachable charging cable 50, and the charging cable 50 connects the vehicle side connector 52 and the EVSE side plug 54. ), that is, it may include a socket-outlet side or charging station side connector 54 fixed to the wall.

Referring to FIG. 4, the EV 10 and the EVSE 20 are connected using a charging cable 50, and the charging cable 50 can be permanently installed in the charging station.

Depending on the charging mode for the EV 10 classified as such, its use environment may vary. For example, Mode 1 cannot exceed 16A on the supply side, cannot exceed 250V AC single 1186 phase or 480V AC three phase, and uses power and protective ground conductors. Mode 2 does not exceed 32A and 250V AC single phase or 480V AC three phase and uses standardized single phase or three phase socket outlets. Mode 3 is used to connect the EV via an EVSE, which is permanently connected to the AC supply network. Mode 4 is used when the charging cable is permanently mounted at the charging station.

Here, mode 2, mode 3 and mode 4 have conditions required between EVSE 20 or EVSE 20 and EV 10.

First, detecting the electrical continuity of the protective conductor (PE conductor). During mode 2, mode 3 and mode 4 charging, the electrical continuity of the PE conductor must be continuously monitored by the EVSE. If there is no electrical continuity of the PE conductor, EVSE 20 should be switched off.

Next, verify that the vehicle is properly connected. EVSE 20 may determine whether the connector is properly inserted into the vehicle inlet and properly connected to EVSE 20.

Next, continuous protective earth continuity checking. Equipment ground continuity between the EVSE (20) and the vehicle must be continuously verified.

Next, provide power for power supply to the vehicle (energization of power supply to the vehicle). Unless the pilot function between EVSE 20 and EV 10 is correctly set to a single state allowing powering up, powering up of the system will not be performed.

Next, cut off the power supply to the vehicle (de-energization of the power supply to the vehicle). If the pilot function is blocked or the pilot wire single condition no longer allows power supply, the power supply to the vehicle cable will be cut off, but power will still remain in the control circuit.

Meanwhile, digital communication is optionally possible in mode 1, mode 2, and mode 3. In mode 4, digital information exchange can be performed in order for the vehicle to control off-board chargers, excluding dedicated off-board chargers.

Additionally, in Mode 1, Mode 2 and Mode 3 the PE conductor may be used to establish a co-ordinate connection between the ground terminal of the EVSE 20 and the exposed conductor of the vehicle.

Next, the interface for connection between EV and EVSE is described. Table 1 shows the applicable interface types depending on the charging mode of the EV 10.

In order to connect EV 10 and EVSE 20, ground connection must first be made, proximity and power connection must be made, and then pilot connection must be performed. To disconnect EV (10) and EVSE (20), the pilot connection must be disconnected first, and the ground connection must be disconnected last.

The basic (AC) interface (IEC62196-2) is divided into Type 1, Type 2, and Type 3, and can be applied to the connector 52 and plug 54 of the charging cable 50 for each mode according to Table 1.

The basic interface may contain, for example, up to 7 contacts. FIG. 5 is an example of basic interface Type 1 for single phase, and FIG. 6 is an example of basic interface Type 2 for three phase. Here, the three-phase interface can also be used to supply single phase. However, this is only an example, and the shape of the interface, number, location, and size of contexts may be modified in various ways.

The preferred current rate for a single phase interface is 250V 32A, and for a three phase interface the preferred current rate is 480V 32A. The inlet of a typical vehicle can be designed to be interchangeable with a single-phase interface and a three-phase interface. The standard physical configuration of contact positions for single phase and three phase is shown in Table 2.

In Table 2, explanations for footnotes are as follows.

a. The contact number does not indicate a specific location.

b. Indicates the typical maximum current rating. The maximum current rate in mode 1 is 16A. The current rate is a function of the contact. Preferred values may vary depending on local requirements. For example, for single-phase use, it is 10A in some countries, but generally 16A.

c. Typical current rates: 30A is the standard current rate in some countries; 10A and 16A are typical current rates.

d. In some countries, these contacts can be connected in phase to obtain the required voltage.

e. Contacts used for proximity functions may also perform other functions.

f. The neutral wire may be omitted for load balance.

g. Higher current rates may be acceptable in certain designs.

h. For contacts 6 and 7, a wider conductor cross-section may be required.

The interface may further include contacts for Control Pilot (CP) and Proximity Detection (PD).

Meanwhile, as the need for fast charging increases, research is beginning to wirelessly charge electric vehicles. Accordingly, an embodiment of the present invention seeks to provide a charging device and a communication method for an electric vehicle that supports not only wired charging but also wireless charging.

Figures 7 and 8 are block diagrams showing an electric vehicle charging system according to an embodiment of the present invention, and Figure 9 is a circuit diagram showing an example of the electric vehicle charging system of Figures 7 and 8.

Referring to FIG. 7, the charging device 100 for an electric vehicle (EV) 10 can be charged from an electric vehicle charging equipment (Electric Vehicle Supply Equipment (EVSE) 20, 30) connected wired or wirelessly. Here, EVSE 20 represents an EVSE connected to the charging device 100 by wire, and EVSE 30 represents an EVSE connected wirelessly to the charging device 100. For convenience of explanation, hereinafter, the EVSE connected by wire may be referred to as the wired EVSE 20, and the EVSE connected wirelessly may be referred to as the wireless EVSE 30.

For charging, the charging cable 50 connected to the wired EVSE 20 may be connected to the inlet of the EV 10. Alternatively, a coil for wireless power reception of the EV 10 is disposed opposite to a coil for wireless power transmission of the wireless EVSE 30, and wireless communication is performed between the EVSE 30 and the charging device 100 of the EV 10. A connection can be established.

And, EV 10 and EVSE 20 and 30 can communicate using PLC (Power Line Communication).

Referring to FIGS. 8 and 9, the charging device 100 of the EV 10 includes a first transceiver 110, a second transceiver 120, a switching unit 130, and a control unit 140.

The first transceiver 110 can transmit and receive signals with the wired EVSE 20. To this end, the first transceiver 110 may include a control pilot (CP) port that receives a pilot function signal, a protective earth (PE) port connected to the ground of the EVSE 20, etc.

The wired EVSE 20 that transmits and receives signals with the first transceiver 110 may include a CP generator 22, a charging control unit 24, and a PLC node 26.

The CP (Control Pilot) signal generated by the CP generator 220 of the EVSE 20 is input to the CP port of the first transceiver 110. Here, the CP signal may be a signal that requests start or stop of power transmission or controls the amount of power. Additionally, the charging control unit 24 of the EVSE 20 controls power transmission to the EV 10, and the PLC node 26 of the EVSE 20 performs PLC to control power transmission.

The second transceiver 120 transmits and receives signals with the wireless EVSE 30. To this end, the second transceiver 120 may include an antenna. Here, the antenna may be a low-frequency antenna, for example, an antenna applicable in a frequency band including 1.8 MHz to 30 MHz. Since the frequency band for PLC (Power Line Communication) is 1.8 MHz to 28 MHz, the second transceiver 120 is capable of transmitting and receiving signals for PLC (Power Line Communication).

The wireless EVSE 30 that transmits and receives signals with the second transceiver 120 may include a charging control unit 32 and a PLC node 34. The charging control unit 32 of the EVSE 30 controls power transmission to the EV 10, and the PLC node 34 of the EVSE 30 performs PLC to control power transmission.

Meanwhile, the charging device 100 according to an embodiment of the present invention that supports both wired charging/wired communication and wireless charging/wireless communication includes a first transceiver 110 and a wireless EVSE ( The operation of the second transceiver 120 to communicate with 30) must be switched. For example, when charging by the wired EVSE 20, the first transceiver 110 must operate, and when charging by the wireless EVSE 30, the second transceiver 120 must operate. To this end, the charging device 100 according to an embodiment of the present invention includes a switching unit 130 that sets switching between the first transceiving unit 110 and the second transceiving unit 120. At this time, the switching unit 130 may be controlled by the control unit 140.

That is, the control unit 140 may control the switching unit 130 to operate the first transceiver unit 110 or control the second transceiver unit 120 to operate.

In addition, the control unit 140 controls the operation of the first transceiver unit 110 or the second transceiver unit 120 using PLC (Power Line Communication), and can control charging of the battery 300. . To this end, the control unit 140 may include PF (Pilot Function) logic that processes a pilot function received through the CP port of the first transceiver 110. Although not shown, the first transceiver 110 may further include a Proximity Detection (PD) port, and the control unit 140 determines whether the connector of the EVSE 20 is injected using a signal received through the PD port. It may include PD (Proximity Detection) logic that detects. Alternatively, the control unit 140 may include a digital signal processing unit that processes the signal received from the second transceiver 120, and the second transceiver 120 and the wireless EVSE 30 You can also control settings for connections between devices.

Hereinafter, switching between the first transceiver unit 110 and the second transceiver unit 120 of the charging device 100 will be described in detail.

FIG. 10 shows a charging system for an electric vehicle according to an embodiment of the present invention, FIG. 11 shows a part of a charging device for an electric vehicle according to an embodiment of the present invention, and FIG. 12 shows a charging system for an electric vehicle according to an embodiment of the present invention. An example is shown in which part of the charging device for an electric vehicle is mounted on an electric vehicle.

10 to 12, the charging device 100 of an electric vehicle (EV) 10 may be charged from a wired EVSE 20 or a wireless EVSE 30. For example, the EV 10 may receive power through a cable connected to the wired EVSE 20, or may receive power from a wireless charging coil of the wireless EVSE 30.

To this end, communication needs to be performed between the EV 10 and the wired EVSE 20 or wireless EVSE 30.

As described in FIGS. 7 to 9, the charging device 100 of the EV 10 communicates with the wired EVSE 20 through the first transceiver 110 or wireless EVSE ( 30) can communicate with.

At this time, the switching unit 130 may include a switching element. The switching element is disposed between the control unit 140 and the first transceiver unit 110 and the second transceiver unit 120, and is connected to the first transceiver unit 110 depending on whether the switching element is turned on or off. It can be connected to the second transceiver 120. The switching element may be, for example, an RF (Radio Frequency) switch.

When the switching element 130 is in one of the On and Off states, the switching element 130 is connected to the first transceiver 110, and the switching element 130 is in the On state and the Off state. If it is the remaining one, the switching element 130 may be connected to the second transceiver 120.

For example, when the switching element 130 is in the on state, the control unit 140, the switching unit 130, and the first transceiver 110 are connected to each other, and the first transceiver 110 is connected to the wired EVSE (20). ) can send and receive signals. And, when the switching element 130 is in the off state, the control unit 140, the switching unit 130, and the second transceiver 120 are connected to each other, so that the second transceiver 120 communicates with the wireless EVSE 30. Signals can be sent and received.

Here, the second transceiver 120 includes a ground plane 122, a conductor 124 formed parallel to the ground plane 122, and a load 126 connected between the conductor 124 and the ground plane 122. may include.

At this time, the second transceiver 120 may be placed on the bottom of the electric vehicle facing the ground, and the ground plane 122 may be placed parallel to the ground and spaced apart from the ground. The ground plane 122 may include a reinforced plastic material.

This second transceiver 120 may include, for example, a beverage antenna.

When the second transceiver 120 includes a uneven antenna, the second transceiver 120 may be applied to a low frequency, for example, a frequency band of 1.8 MHz to 28 MHz. Accordingly, the second transceiver 120 can be applied to a PLC. In FIG. 12, the second transceiver unit 120 is shown as being mounted on the outside of the electric vehicle, but the present invention is not limited thereto, and the second transceiver unit 120 may be installed inside the electric vehicle.

Meanwhile, when communicating between the second transceiver 120 and the wireless EVSE 30, greater signal attenuation may occur compared to communication between the first transceiver 110 and the wired EVSE 20. Accordingly, it is necessary to obtain the antenna gain of the second transceiver 120, and for this purpose, an amplifier 150 may be further included between the switching unit 130 and the second transceiver 120.

Next, a method of communicating using a charging device for an electric vehicle according to an embodiment of the present invention will be described.

Figure 13 is a flowchart showing a communication method according to an embodiment of the present invention.

Referring to FIG. 13, the EV 10 selects one of the first communication mode and the second communication mode (S100), where the first communication mode is transmitted to the wired EVSE 20 through the first transceiver 110. means a mode of communicating with, and the second communication mode means a mode of communicating with the wireless EVSE 30 through the second transceiver 120. At this time, the communication mode may be selected based on information set by the user, automatically selected by the ECU 200, or selected by the control unit 140 of the charging device 100.

Next, the EV 10 performs settings for communication in the selected communication mode (S110). When selected as the first communication mode, the EV 10 performs settings for connection with the wired EVSE 20, and when selected as the second communication mode, the EV 10 performs settings for connection with the wireless EVSE 30. can be performed.

Next, EV 10 communicates in the selected communication mode (S120). At this time, both the first communication mode and the second communication mode may be communication modes using PLC (Power Line Communication).

Meanwhile, in order for the EV 10 and EVSE 20 to perform PLC, association is required.

FIG. 14 is a flowchart showing a method of connecting an EV to a PLC, and FIG. 15 is a flowchart specifically showing the validation process in the process of FIG. 11. 14 to 15 can be commonly applied to the first communication mode and the second communication mode, and some steps may be added, changed, or deleted depending on the characteristics of the first communication mode and the second communication mode. .

Referring to FIG. 14, when the charging device 100 of the EV 10 and the wired EVSE 20 or wireless EVSE 30 are connected, the charging device 100 of the EV 10 configures a PLC node (configuration of the PLC node) (S210), and discover the PLC node in the EVSE 20 (S212).

If the EVSE 20 does not include a PLC node (Non PLC EVSE, S214), the PLC association fails (S216).

When the EVSE 20 includes a PLC node (EVSE with PLC, S218), the charging device 100 of the EV 10 performs a validation of the association process (S220).

Referring to FIG. 15, in order to perform the validation process, the charging device 100 of the EV 10 must perform the SLAC process (S310). SLAC is a protocol for measuring signal strength between HomePlug GreenPHY stations.

When the charging device 100 of the EV 10 receives a signal of a predetermined intensity, the charging device 100 of the EV 10 determines that validation has been performed (EVSE_FOUND, S312) and performs logical network settings (set- Up logical network) is performed (S314), and the link is connected (S316). On the other hand, if the charging device 100 of the EV 10 does not receive the signal, the charging device 100 of the EV 10 determines that validation has not been performed (EVSE_NOT FOUND, S318), and the link is not connected. It does not work (No link, S320).

Meanwhile, in the first communication mode, when the determination as to whether the charging device 100 of the EV 10 has received the signal is ambiguous, the charging device 100 of the EV 10 determines that the EVSE 20 has been potentially discovered. You can make a decision (EVSE_ POTENTIALLY_FOUND, S322) and perform validation using the CP signal (Validation by Control Pilot, S324). When the CP signal is successfully received, the charging device 100 of the EV 10 determines that validation has been performed (S326), performs logical network settings (S314), and the link is connected (S316). On the other hand, when the CP signal is not received, the charging device 100 of the EV 10 determines that validation has not been performed (S328) and the link is not connected (S320).

Referring again to FIG. 14, after the link is connected, the association process in the upper layer begins (S222), and the association succeeds (Association success, S224).

Meanwhile, signal attenuation may occur while EVSE and EV perform PLC. According to one embodiment of the present invention, signal attenuation can be compensated for by using the SLAC protocol for validation during linkage setup between EVSE and EV.

Figure 16 shows an example of applying the signal attenuation compensation method for an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 16, it is assumed that the charging device 100 of the EV 10 transmits a signal of -72dBm/Hz. At this time, since attenuation of -4dBm/Hz occurs within EV (10), the signal output from the socket of EV (10) is -76dBm/Hz.

Meanwhile, after attenuation of -2dBm/Hz occurs through the charging cable 50, a signal of -78dBm/Hz is input to the socket of the EVSE (20). Afterwards, attenuation of -3dBm/Hz occurs within the EVSE (20), and the PLC node 26 of the EVSE (20) receives a signal of -81dBm/Hz.

At this time, in order to calculate the signal attenuation value, assuming that the predetermined signal strength in EV (10) and EVSE (20) is -50dBm/Hz, EV (10) sets the signal attenuation value on the transmitting side to -26dBm/Hz (= Calculated as -76dBm/Hz-(-50dBm/Hz)). And, the PLC node 26 of the EVSE 20 calculates the signal attenuation value as -31dBm/Hz (=-81dBm/Hz-(-50dBm/Hz)) in the SLAC process, and then calculates the attenuation value within the EVSE 20. Compensate for -3dB/Hz to calculate -28dBm/Hz and transmit this to EV(10).

Accordingly, the EV (10) calculates the compensation gain for signal attenuation as -2dBm/Hz (=-28dBm/Hz-(-26dBm/Hz)) and applies the compensation gain to the PLC node 26 of the EVSE (20). ) communicate with.

Accordingly, according to an embodiment of the present invention, there is no need to fix the compensation gain due to signal attenuation in advance for the PLC between the EV 10 and the EVSE 20, and it can be applied dynamically.

This process can be similarly applied in the second communication mode between the EV 10 and the wireless EVSE 30. Since signal attenuation occurs significantly in the wireless channel compared to the charging cable 50, an amplifier may be added between the second transceiver unit 120 and the switching unit 130.

Although the present invention has been described above with reference to preferred embodiments, those skilled in the art may make various modifications and changes to the present invention without departing from the spirit and scope of the present invention as set forth in the claims below. You will understand that you can do it.

10: Electric car
20: Electric vehicle charging facility
100: Charging device

Claims (13)

In the charging device for an electric vehicle,
A first transceiver unit that transmits and receives signals with a wired EVSE (Electric Vehicle Supply Equipment),
A second transceiver unit that transmits and receives signals with the wireless EVSE,
a switching unit that sets switching between the first transceiver and the second transceiver, and
A control unit that controls the switching unit and controls the operation of the first transceiver and the second transceiver using PLC (Power Line Communication)
Including,
The second transceiver includes a low-frequency antenna applied in a frequency band including 1.8 MHz to 30 MHz,
The first transceiver unit communicates with the wired EVSE using a PLC, and the second transceiver unit communicates with the wireless EVSE using a PLC. According to paragraph 1,
The switching unit is a charging device including a switching element. According to paragraph 2,
When the switching element is in one of the on and off states, the switching element is connected to the first transceiver,
When the switching element is in one of the on and off states, the switching element is connected to the second transceiver. According to any one of claims 1 to 3,
The second transceiver unit
A ground plane, a conductor formed parallel to the ground plane, and a load connected between the conductor and the ground plane.
A charging device including a. According to paragraph 4,
A charging device in which the ground plane is spaced apart from the ground and arranged in parallel. According to any one of claims 1 to 3,
A charging device further comprising an amplifying unit disposed between the switching unit and the second transmitting/receiving unit. In a communication method of an electric vehicle charging device communicating with EVSE (Electric Vehicle Supply Equipment) that supplies power to the battery of an electric vehicle,
Selecting one of a first communication mode for communicating with a wired Electric Vehicle Supply Equipment (EVSE) through a first transceiver of the charging device and a second communication mode for communicating with a wireless EVSE through a second transceiver of the charging device,
performing settings for communication in the selected communication mode, and
Communicating in the selected communication mode
Includes,
Both the first communication mode and the second communication mode perform PLC (Power Line Communication),
A communication method wherein the second transceiver unit includes a low-frequency antenna applied in a frequency band including 1.8 MHz to 30 MHz. In clause 7,
The steps for performing the above settings are:
A communication method including the step of setting on/off of a switching element included in the charging device. According to clause 8,
When the switching element is in one of the on and off states, the switching element is connected to the wired EVSE,
When the switching element is in one of the on and off states, the switching element is connected to the wireless EVSE. delete delete delete delete

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