KR20130136702A - Communication interface system for charging battery of electric vehicle and charging method using thereof, electric vehicle having communication interface system for charging battery - Google Patents

Abstract

The present invention relates to a communication interface system for charging an automotive battery, a method for charging an automotive battery by using the same, and an electric vehicle equipped with the communication interface system for charging an automotive battery, wherein the communication interface system optimizes and standardizes a communication interface which is preferentially executed when charging a high-voltage automotive battery through an external power source, thereby capable of stabilizing data communication timing and a charging sequence, and adjusting the charging time of a high-voltage battery in accordance with the internal power load of a vehicle by controlling an LDC. The communication interface system for charging an automotive battery according to the present invention includes the following interfaces: a main communication interface which enables a main control part, which controls a high-voltage battery installed at a vehicle, and a first sub-control part, which is built into a charger charging the high-voltage battery, to communicate with each other; and a sub-communication interface which enables the first sub-control part and a second sub-control part, which is built into a low DC/DC converter (LDC) connected to the high-voltage battery and performing DC/DC conversion, to communicate with each other. The first sub-control part turns on and off the LDC in accordance with power loads connected to the LDC, thereby improving charging efficiency.

Description

TECHNICAL FIELD [0001] The present invention relates to a communication interface system for charging a vehicle battery, a charging method of the vehicle battery using the communication interface system, and a communication interface system for charging the vehicle battery. having communication interface system for charging battery}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle having a communication interface system for charging a vehicle battery, a charging method of a vehicle battery using the same, and a communication interface system for charging a vehicle battery. More particularly, The charging time of the high-voltage battery can be adjusted according to the electric-field load in the vehicle by controlling the LDC and stabilizing the data communication timing and the charging sequence by optimizing and standardizing the communication interface that is executed first when charging the battery A method of charging a vehicle battery using the same, and a communication interface system for charging a vehicle battery.

BACKGROUND OF THE INVENTION [0002] A high voltage battery mounted on an electric vehicle is a main component for storing and charging a power source, and usually has a high voltage battery charging system for charging the high voltage battery from an external power source.

As an example of such a high-voltage battery charging system, a BMS (Battery Management System) for managing charging of a high-voltage battery, a connector for connecting to an external power source device, an external power source and a communication protocol to be connected, Lt; / RTI >

The BMS is a component that must be provided in an electric vehicle that uses the driving force of a vehicle as a power source of a high-voltage battery. In general, the BMS is connected to the high-voltage battery and an associated device connected to the high- , And a program for controlling the inverter and the LDC are mounted.

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

The communication interface is a communication protocol for achieving data communication timing and stabilization of a charging sequence, and controls a charging process such as charging and charging interruption and user interruption while an external power source device and a connector plug are connected.

The communication interface is applied to two devices that exchange data with each other. In the 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 source may be an external charger separately provided for charging the electric vehicle, or a built-in charger mounted inside the electric vehicle and using a general domestic power source.

Accordingly, in order to charge the high-voltage battery of the electric vehicle, if the connector of the vehicle and the external power supply unit are connected to each other, a message format defined between the communication interface mounted on the BMS and the communication interface mounted on the control unit of the external power supply unit is given The charging process is performed.

For example, when a communication interface mounted on the BMS is defined as a main interface and a communication interface of an on-board type charger is defined as a sub interface, the charging process is performed using a main interface The wake-up signal is transmitted from the sub-interface to the sub-interface, and after the wake-up, the controller of the on-board charger is turned on to start CAN (Controller Network Area) When the main interface sends a charge ready message, the BMS initiates charging by sending a charge command.

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

However, the message format of the CAN communication applied to the communication interface for charging the vehicle battery according to the related art is that the communication message is not specified, the sequence is not optimized, and in particular, There is a problem in that it can not be fully utilized by having a relatively large number of reserved areas.

The following prior art document relates to a device for displaying battery voltage of an electric vehicle and a control method thereof, in which when a voltage of a battery drops, a message indicating that charging is required is displayed and the operation of the vehicle is normally maintained And a technique for allowing a driver to safely operate the vehicle.

KR 10-0373239 B1

SUMMARY OF THE INVENTION The present invention has been devised to overcome the above-mentioned problems, and it is an object of the present invention to provide a vehicle communication system, which standardizes a communication interface between components for charging a vehicle battery, An interface system, and a charging method of a vehicle battery using the same.

It is another object of the present invention to provide a communication interface system for charging a vehicle battery capable of controlling a charge time of a high voltage battery by controlling an LDC according to an electric field load of the vehicle, and a method of charging a vehicle battery using the communication interface system.

According to an aspect of the present invention, there is provided a communication interface system for charging a vehicle battery, comprising: a main controller for controlling a high-voltage battery mounted in a vehicle; and a first sub-controller incorporated in a charger for charging the high- And a sub-communication interface for communicating the first sub-control unit and the second sub-control unit connected to the high-voltage battery and incorporated in an LDC (Low DC / DC Converter) for DC / DC conversion, .

Wherein the subcommunication interface includes a second subcommunication interface protocol embedded in the first subcommand for storing an instruction for controlling the LDC by the first subcommunication unit and a second subcommunication interface protocol embedded in the second subcommunication unit, And a third sub-communication interface protocol for transmitting the status of the LDC measured by the sub-control unit to the first sub-control unit.

The second sub-communication interface protocol may include LDC output voltage command information for outputting to the LDC and LDC operation control signal information for allowing the LDC to operate.

The third sub-communication interface protocol includes LDC output voltage information, LDC output current information, and temperature information of the LDC actually output in the LDC.

The third sub-communication interface protocol may further include an error code of the LDC in which the error of the LDC is recorded.

The first sub-control unit incorporates a first sub-communication interface protocol including charging remaining time information from the current time to the full charge of the high-voltage battery and travelable distance information capable of traveling at maximum in the current charging state.

A method for charging a vehicle battery using a communication interface system for charging a vehicle battery according to an aspect of the present invention is a method for charging a high voltage battery mounted on an electric vehicle through a charger, The first sub-controller incorporated in the charger monitors the state of the LDC, instructs the voltage output from the LDC according to the state of the LDC, and controls whether the LDC is operated.

And the first sub-control unit receives information on a voltage, current, and temperature actually output from the LDC from a second sub-control unit built in the LDC.

Here, the first sub-control unit preferably controls the second sub-control unit to turn off the LDC when it is determined that there is no electrical load from the LDC

When the high voltage battery is determined to be fully charged or a user interrupt occurs, the main controller may turn off the main relay installed in the charger and the high voltage battery to stop the charging.

The first sub-control unit is configured to output to the display means information on charge remaining time required from the current time to the full charge of the high-voltage battery when the charge is started and the travelable distance information capable of running at maximum in the currently charged state .

An electric vehicle having a communication interface system for charging a vehicle battery according to the present invention includes a main controller for controlling charging of a high-voltage battery, a charger for supplying power supplied from the outside with the high-voltage battery, and a power source of the high- And an LDC for supplying electric power to the electric load, wherein the main control unit includes a main communication interface protocol, and the first sub-control unit provided in the charger includes the first sub-communication interface protocol and the second sub- A second communication interface protocol is built in the second sub control unit, and a third communication interface protocol is embedded in the second sub control unit provided in the LDC, and the main control unit and the first sub control unit communicate with the main communication interface protocol and the first sub communication Through the interface protocol And a second sub-control unit and the first sub-control unit is in communication through the second sub-interface communication protocol, and the third sub-interface communication protocol.

Wherein the first sub-control unit receives the status information of the LDC from the second sub-control unit, monitors the LDC, and if there is no electric load to be operated by the LDC or if the LDC is abnormal, Off of the second sub-control unit.

The first sub-control unit displays the charge remaining time required from the present to the full charge and the travelable distance that can be maximally traveled in the present charge state through the clusters provided in the room.

According to the communication interface system for charging the vehicle battery and the charging method of the vehicle battery using the same according to the present invention having the above-described configuration, the communication interface between each component for controlling charging of the high- The data communication timing and sequence can be stabilized.

In addition, while the high-voltage battery of the vehicle is being charged, the charging time of the high-voltage battery can be controlled by controlling the LDC, such as turning on / off the LDC according to the vehicle's electrical load, The charging time of the high voltage battery can be shortened.

In addition, by displaying the time required from the present to the full charge during charging and the distance at which the vehicle can travel the maximum in the present charging state, user convenience can be increased.

1 is a configuration diagram of a communication interface system for charging a vehicle battery according to the present invention;
2 is a table showing an example of a main communication interface protocol in a communication interface system for charging a vehicle battery according to the present invention;
3 and 4 are tables showing an example of a first sub-communication interface protocol in a communication interface system for charging a vehicle battery according to the present invention.
5 is a table showing an example of a second sub-communication interface protocol in a communication interface system for charging a vehicle battery according to the present invention.
6 is a table showing an example of a third sub communication interface protocol in a sub communication interface in a communication interface system for charging a vehicle battery according to the present invention;
7 is a flowchart of a charging method of a vehicle battery using a communication interface system for charging a vehicle battery according to the present invention at the start of charging.
8 is a flowchart of a charging method of a vehicle battery using a communication interface system for charging a vehicle battery according to the present invention at the end of charging.
9 is a flowchart of an interruption in a method for charging a vehicle battery using a communication interface system for charging a vehicle battery according to the present invention.
10 is a block diagram illustrating an electric vehicle having a communication interface system for charging a vehicle battery in accordance with the present invention;

Hereinafter, a communication interface system for charging a vehicle battery according to the present invention will be described in detail with reference to the accompanying drawings.

1, a communication interface system for charging a vehicle battery according to the present invention includes a main communication unit 1 used for charging a battery of a vehicle and a main communication unit 2 used for communication between the first sub- And a sub-communication interface used for communicating the first sub-control unit 2a and the second sub-control unit 50a, and the sub-communication unit 10 is connected to the sub- It is used to define the protocol.

For example, the main control unit 1 may be a BMS (Battery Management System) for controlling and charging the high voltage battery 30. The first sub control unit 2a may be a high voltage battery 30 mounted on the vehicle, Type control unit 2a incorporated in the on-board type charger 2 or a separate type control unit 5a incorporated in the separate type charger 5 in order to supply power to the on-board type charger 2, 2 sub-control unit 50a is preferably an LDC control unit 50A incorporated in the LDC 40 for DC / DC-converting the power supply of the high-voltage battery 30 to the electric load of the vehicle.

The on-board type charger 2 is provided in the interior of the vehicle for charging using a conventional household power source, and the separate type charger 5 is installed in a fixed position in a separate place.

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

The main control unit 1 communicates with the first sub control unit 2a using a main communication interface 10 having a predetermined protocol. The main communication interface 10 is connected to the first control unit 1, A main communication interface protocol 11 used for transmitting data to the sub control unit 2a and a first sub communication interface protocol 12 used for transmitting data from the first sub control unit 2a to the main control unit 1. [ ).

The first sub-control unit 2a may be connected to the display means 3 so that the remaining charge time CR_OBC_CHRTIME and the maximum travel distance CR_OBC_DISTANCE are displayed. The remaining charge time (CR_OBC_CHRTIME) means a time from the current charged state to the full charge, and the maximum travel distance (CR_OBC_DISTANCE) means the maximum travelable distance of the vehicle in the present charged state.

The main communication interface protocol 11 is built in the main control unit 1 and includes basic information of the main control unit 1 and information instructed from the main control unit 1 to the first sub control unit 2a . The main communication interface protocol 11 divides a message into a predetermined number of bytes or bits and allocates the information to the divided bytes or bits to form a message format.

For example, the data transmitted from the main control unit 1 includes basic SW code of the main control unit 1, version information, battery internal temperature information, information on the charging operation and status, .

As a specific example thereof, FIG. 2 describes the contents defined in the message transmitted from the BMS which is the main control unit 1 as a table.

That is, the message format transmitted from the main control unit 1 includes the BMS code CR_BMS_VehicleCode, the CAN protocol version CR_BMS_CanVer, the CP mode constant power command CR_BMS_QCCmdPwr_W, the battery internal temperature CR_BMS_Temp, Likewise, it includes data on 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. (CF_BMS_PwrLmtForOBC), a charging power limit (CF_BMS_PwrLmtForOBC), and a normal state (CF_BMS_PwrLmtForOBC) are set in the BMS 2, a setting command (CF_BMS_RdyforOBC) Data on the charge state (CF_BMS_AbnorChg), the charge completion state (CF_BMS_OBCChgFinishedForOBC), the battery SOC (CR_BMS_SoForOBC_Pc), the full charge remaining time (CR_BMS_CharRemainedTime_min), the constant current value in the CC mode (CR_BMS_OBCCmdCur_A) and the constant voltage value in the CV mode (CR_BMS_OBCCmdVolt_V) Thereby allowing overall control of the charging of the high voltage battery.

The first sub-communication interface protocol 12 includes basic SW code and version information of the first sub-control unit 2a, input type power limitation information, information on charging operation, information on connector connection status, temperature and efficiency, Information on the state, and information on the remaining charge time and the travelable distance.

As an example of the message format transmitted in the first sub-communication interface protocol 12, it can be defined as shown separately in FIG. 3 and FIG. That is, the message transmitted from the on-board control unit 2a, which is the first sub-control unit 2a, through the first sub-communication interface 20 includes a charger code (CR_OBC_Code), a CAN protocol (CR_OBC_CanVer), the OBC SW version (CF_OBC_SwVer), the charger input type (CR_OBC_MainType), the vehicle IG power ON / OFF state (CR_OBC_IGStat) and the charger power limit (CF_OBC_PwrLmt).

The message provided by the first subcommunication interface protocol 12 includes a control board preparation command CF_OBC_Rdy, a setting for on-board charger high out-of-place fault occurrence (CF_OBC_Wrn), a setting for on-board charger failure occurrence (CF_OBC_Flt ), A charging mode (CF_OBC_CharMode), a charging connector connection state (CF_OBC_Connection), a charging end (CF_OBC_ChgFinished), a chargeable ready state notification (CF_OBC_powEnaStat), a charger error code (CR_OBC_FltCode), a charger internal temperature (CR_OBC_Temp) , 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 onboard charger can respond in an abnormal state.

4, in the first sub communication interface protocol 12, the input terminal current (CR_Main_Cur) of the device controlled by the first sub control unit 2a, for example, the on-board charger 2, (CR_Main_Volt), the output stage current (CR_Out_Cur), and the output stage voltage (CR_Out_Volt).

In the first subcommunication interface protocol 12, the remaining charge time (CR_OBC_CHRTIME) and the travel time (CR_OBC_CHRTIME) are set so that the charge remaining time and the travelable distance can be displayed on the display means 3, And transmits information on the possible distance (CR_OBC_DISTANCE). The display means 3 displays the charge remaining time (CR_OBC_CHRTIME) from the present charge to the full charge and the travelable distance (CR_OBC_DISTANCE) which can be charged to the maximum from the present charge state, thereby enhancing the user's convenience. An example of the display means 3 may be a vehicle cluster 60 provided in the interior of the vehicle.

The sub-communication interface 20 used for communication between the first sub-control unit 2a and the second sub-control unit 50a will now be described.

5, the second sub-communication interface protocol 21 for controlling the second sub-control unit 50a in the first sub-control unit 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-control unit 2a judges based on the information on the LDC 40 and outputs it from the LDC 40 in accordance with whether or not the electric load 51 provided as electrical components from the LDC 40 exists And instructs the second sub-control unit 50a to control the voltage and whether the LDC 40 operates.

At this time, the second sub-controller 50a outputs 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 temperature CR_DC_Temp of the LDC to the first sub- The first sub-control unit 2a provides information that allows the LDC 40 to be controlled, that is, the third sub-communication interface protocol 22.

In addition, the third sub-communication interface protocol 22 provided from the second sub-control unit 50a to the first sub-control unit 2a may include an error code CF_LDC_FaultForOBC in which an error is detected when an LDC failure occurs .

By providing the sub-communication interface 20 so that the on-board charger 2 and the LDC 40 communicate with each other on the main communication interface 10 for charging the basic high-voltage battery 30 as described above, the LDC 40 The charging time can be shortened by concentrating the charging with the high-voltage battery 30 when there is no electric load 51 in the battery. When an electric load is generated by the operation of the electric component even during charging of the high voltage battery 30, electric power is supplied from the on-board charger 2 to the LDC 40 as well as the high voltage battery 30, 51 to supply power without going through the high voltage battery 30, the charging efficiency can be improved.

The formats and definitions of the data transmitted and received on the main communication interface 10 and the sub communication interface are stored in the main control unit 1, the first sub control unit 2a and the second sub control unit 50a When data is transmitted from any one of them, the receiving side reads it using a previously stored protocol. That is, the main communication interface protocol 11 and the first sub communication interface protocol 12 are built in the main control unit 1 and the first sub control unit 2a, respectively, 3 sub-communication interface protocol 22 are built in the first sub-control unit 2a and the second sub-control unit 50a, respectively. In this state, for example, when the main control section 1 transmits data to the first sub-control section 2a, the main communication interface protocol 11 is transmitted not only to the main control section 1 but also to the first sub- So that the data transmitted by the main control unit 1 can be read from the first sub-control unit 2a.

A protocol necessary for communication between the main control unit 1 and the separate type control unit 5a included in the separate type charger 5 is previously stored in advance between the main control unit 1 and the separate type charger 5 So that communication for control can be made possible. The communication interface 10 'is set up between the main control unit 1 and the separate control unit 5a and the main communication interface protocol 11' and the sub communication interface 10 'constituting the communication interface 10' Protocol 12 'can be defined.

Hereinafter, a process of starting charging the high voltage battery of the vehicle and a process of terminating the charging process will be described with reference to FIGS. 7 to 9. FIG.

FIG. 7 shows a sequence in the process of starting charging.

When the connector 200a of the external power source 200 is connected to the connector 2d of the electric vehicle 100 for charging, the main control unit 1 and the first sub-control unit 2a communicate with each other, Perform basic information.

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) To the main control unit (1).

When the main control unit 1 and the first sub control unit 2a confirm the initial information with each other, the main control unit 1 transmits the charge preparation command CF_BMS_RdyforOBC to the first sub control unit 2a, ), And confirms its state (CF_BMS_MainRlyOnStatForOBC).

The on-board charger 2 checks whether there is an abnormality in the charger and notifies the main control unit 1 that it is ready to be charged (CF_OBC_Rdy) if there is no abnormality. At this time, the first sub- 50a to command the LDC operation control signal CF_OBC_LDC_Inh so that the output voltage command (CR_OBC_LDC_Vol_V) of the LDC 40 and the LDC operate.

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

At this time, the first sub-control unit 2a transmits the charge remaining time (CR_OBC_CHRTIME) from the SOC of the present high voltage battery 30 to the full charge and the travelable distance (CR_OBC_DISTANCE) from which the charge state can be maximally traveled .

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 40 output from the LDC 40 in response to the operation of the LDC 40. At this time, And transmits the error code CF_LDC_FaultForOBC to the first sub-control unit 2a.

When charging is started as described above, the second sub-control unit 50a continuously supplies the state of the LDC 40 to the first sub-control unit 2a to be used for controlling the LDC 40. [

8 shows a sequence in which charging is completed by the BMS 1 in a state in which charging is completed, and FIG. 9 shows a sequence of a state in which charging is completed at the request of the user.

The process of completing the charging with reference to FIG. 8 will now be described.

The main control unit 1 monitors the SOC of the high voltage battery 30 and transmits to the first sub control unit 2a that the charging completion state (CF_BMS_OBCChgFinishedForOBC) is reached when the SOC is maximized. The main control unit 1 also transmits the current and the voltage of the high-voltage battery 30 together.

The main control unit 1 interrupts the main relay 70 and the message (CF_BMS_MainRlyOnStatForOBC) indicating that the main relay 70 is shut off, while the first sub-control unit 2a maintains the ready state (CF_OBC_powEnaStat) .

Thereafter, the first sub-control unit 2a ends the charging (CF_OBC_ChgFinished), and the charging mode is switched to the non-charging mode to complete the 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 in accordance with the completion of charging to the second sub- The LDC output voltage command (CR_OBC_LDC_Vol_V) and the LDC operation control signal (CF_OBC_LDC_Inh) can be controlled so that the LDC 40 does not operate.

9, the termination of the charging by the user interruption is terminated by the user interrupt irrespective of the state of the high-voltage battery 30 being charged. Therefore, the charging completion process according to the above- The process of transmitting the SOC, current, and voltage of the present high voltage battery 30 to the first sub-control unit 2a is omitted, and the rest of the process is performed in the same manner.

An electric vehicle having a communication interface system according to the present invention will be described with reference to Fig.

An electric vehicle 100 having a communication interface system according to the present invention includes a high voltage battery 30, a main controller 1 for controlling charging of the high voltage battery 30, an external AC power source and an AC connector (2) connected to the high voltage battery (200a) to convert and charge the alternating current power to the high voltage battery (30) and incorporating a first sub control unit (2a) And an LDC 40 for DC / DC-converting the power of the high-voltage battery 30 into an electric-field load 51 of the high-voltage battery 30.

As described above, the communication interface system is configured such that the main control unit 1, the on-board control unit 2a incorporated in the on-board charger 2, the on-board control unit 2a and the inverter 40 communicate with each other The charging of the high-voltage battery 30, and the control of the LDC 40 are transmitted and received, and detailed description thereof has been described in detail.

The high voltage battery 30 is charged by the on-board charger 2 or the separate charger 5 and supplies power to the drive motor 41 through the inverter 40.

The on-board type charger 2 converts a normal household AC power source to a DC power and supplies the DC power to the high voltage battery 30 and is connected to an external AC power source 200 through a connector 2d (200a). The on-board type charger 2 supplied with an external AC power source 200, that is, a typical domestic power source, converts the on-board power unit 2b into the high voltage battery 30 so as to be suitable for charging the high- . The on-board type charger 2 sends and receives messages to and from the main control unit 1 through the main communication interface 10 so that the onboard type charger 2 charges the high voltage battery 30. [

The LDC 40 communicates with the on-board charger 2 via the subcommunication interface 20 so that a portion of the operation of the LDC 40 is controlled by the onboard charger 2. An LDC controller 50A for controlling the operation of the LDC 40 is built in the LDC 40 and controls the LDC 40 based on the control information received through the second subcommunication interface 20 .

In the electric vehicle 100 of the present invention, a main relay 70 is provided between the on-board charger 2 and the high-voltage battery 30 so that the main control unit 1 can disconnect the main relay 1 The on-board charger 2 and the high-voltage battery 30 can be connected to or disconnected from each other, if necessary.

Since the electric vehicle 100 is also chargeable 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 from the separate charger (5). A separate control unit 5a for control by the separate charger 5 and a separate power unit 5b for converting the voltage and current of the DC power source.

1: main control unit 2: on-board charger
3: Display means 5: Extra type charger
6: Display means 10: Main communication interface
11: Main communication interface protocol
12: First sub-communication interface protocol
20: Sub communication interface
21: Second subcommunication interface protocol
22: Third sub-communication interface protocol
30: High voltage battery 40: Inverter
41: Driving motor 50: LDC
51: electric field load 60: vehicle cluster
70: Main relay 80: Connector
200: External power source 200a: Connector

Claims (14)

A main communication interface for communicating a main control unit for controlling the high voltage battery mounted on the vehicle and a first sub control unit built in the charger for charging the high voltage battery,
And a sub-communication interface for allowing the first sub-control unit and the second sub-control unit connected to the high-voltage battery and incorporated in an LDC (Low DC / DC Converter) for DC / DC conversion to communicate with each other, Interface system. The method according to claim 1,
The sub-
A second sub-communication interface protocol built in the first sub-control unit and storing an instruction for controlling the LDC by the first sub-
And a third sub-communication interface protocol built in the second sub-control unit and transmitting the state of the LDC measured by the second sub-control unit to the first sub-control unit. system. 3. The method of claim 2,
Wherein the second subcommunication interface protocol includes LDC output voltage command information for outputting to the LDC and LDC operation control signal information for causing the LDC to operate. 3. The method of claim 2,
Wherein the third sub-communication interface protocol comprises:
LDC output voltage information and LDC output current information actually output from the LDC,
And temperature information of the LDC. ≪ Desc / Clms Page number 19 > 5. The method of claim 4,
And the third sub-communication interface protocol includes an error code of the LDC in which the error of the LDC is recorded. The method according to claim 1,
Wherein the first sub-control unit includes a first sub-communication interface protocol that includes charge remaining time information from the current to the full charge of the high-voltage battery and travelable distance information that can travel at maximum in the current charge state, A communication interface system for charging a vehicle battery. A method for charging a high-voltage battery mounted on an electric vehicle through a charger, the method comprising:
When charging is started with the high voltage battery,
Wherein the first sub-control unit incorporated in the charger monitors the state of the LDC, commands the voltage output from the LDC according to the state of the LDC, and controls whether the LDC is operated or not. A method of charging a vehicle battery using a communication interface system. 8. The method of claim 7,
The first sub-
Wherein the information about the voltage, the current, and the temperature actually output from the LDC is received from the second sub-controller incorporated in the LDC by using the communication interface system for charging the vehicle battery. 8. The method of claim 7,
Wherein the first sub-controller controls the second sub-controller to turn off the LDC when it is determined that there is no electric load from the LDC. Charging method. 8. The method of claim 7,
Wherein the main control unit turns off the main relay installed in the charger and the high voltage battery to stop charging when the high voltage battery is determined to be fully charged or a user interrupt occurs, A method of charging a vehicle battery using a communication interface system for a vehicle. 8. The method of claim 7,
Wherein the first sub-control unit outputs to the display means charge remaining time information from the current time to the full charge of the high-voltage battery when the charging is started and the travelable distance information which can travel at the maximum in the currently charged state A method for charging a vehicle battery using a communication interface system for charging a vehicle battery. A battery charger that supplies power supplied from the outside with the high voltage battery; and an LDC that converts power from the high voltage battery to supply electric power to an electric load, the electric vehicle comprising:
The main control unit includes a main communication interface protocol,
The first sub-control unit included in the charger includes the first sub-communication interface protocol and the second communication interface protocol,
A third communication interface protocol is embedded in a second sub-control unit provided in the LDC,
Wherein the main control unit and the first sub control unit communicate with the main communication interface protocol through the first sub communication interface protocol,
And the first sub-control unit and the second sub-control unit communicate with each other through the second sub-communication interface protocol and the third sub-communication interface protocol. 13. The method of claim 12,
Wherein the first sub-control unit receives the status information of the LDC from the second sub-control unit, monitors the LDC, and if there is no electric load to be operated by the LDC or if the LDC is abnormal, The control unit controls the second sub-control unit so that the second sub-control unit is turned off. 13. The method of claim 12,
Wherein the first sub-control unit causes the display unit to display through the clusters provided in the room a charge remaining time required from the present to a full charge and a travelable distance capable of traveling the maximum in the present charge state An electric vehicle having a communication interface system.

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