KR102095321B1 - Communication interface system for sharing status information of navigation, Method for providing information of charging stations using the same, and Electric vehicle having the same - Google Patents

Abstract

The present invention relates to a vehicle battery, and more particularly, a communication interface system for status sharing information with a navigation providing charging station location information that can be charged to the surroundings with status sharing information with the navigation, a method for providing charging station information using the same, It relates to an electric vehicle that includes a communication interface system for status sharing information with the navigation.

Description

An electric vehicle including a communication interface system for status sharing information with navigation, a charging station information providing method using the same, and a communication interface system for status sharing information with navigation (Communication interface system for sharing status information of navigation, Method for providing information of charging stations using the same, and Electric vehicle having the same}

The present invention relates to a vehicle battery, and more particularly, a communication interface system for status sharing information with a navigation providing charging station location information that can be charged to the surroundings with status sharing information with the navigation, a method for providing charging station information using the same, It relates to an electric vehicle that includes a communication interface system for status sharing information with the navigation.

A high voltage battery mounted in an electric vehicle is a main component for storing and charging power, and a high voltage battery charging system for charging the high voltage battery from an external power source should be provided.

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

The BMS is a component that must be provided in an electric vehicle using power of a high-voltage battery in an electric vehicle using a driving force of the vehicle. Typically, the high-voltage battery and related devices connected thereto, such as to maintain the optimum state of the high-voltage battery at all times, for example , Inverter and a program for controlling LDC (Low voltage DC-DC Converter) are installed.

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

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

The communication interface is applied to both 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 controller.

Here, the external power supply may be an external charger separately provided for charging the electric vehicle, or may be a mounted charger that is mounted inside the electric vehicle and uses general household power.

Therefore, in order to charge the high voltage battery of the electric vehicle, when a connector of the vehicle and an external power supply are connected to each other, a message format defined to each other is given between a communication interface mounted in the BMS and a communication interface mounted in the control section of the external power supply. Upon receiving, the charging process is performed.

As an example, when the communication interface mounted on the BMS is defined as the main interface, and a device for controlling power supplied from the outside is defined as a sub-interface, in particular, the charging process is a main interface mounted on the BMS. Sends a wake-up signal to the sub-interface, starts the CAN (Controller Network Area) communication by turning on the controller of the on-board charger after wake-up, completes the charging preparation of the on-board charger, and then on the sub-interface. When the charging ready message is sent to the main interface, the BMS starts charging by sending a charging command.

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

However, the message format of CAN communication applied to the communication interface for charging the vehicle battery according to the prior art is not specified in the communication message, the sequence is not optimized, and in particular, the function definition is not made in the message format. Since it has a relatively large reserved area, there is a problem that it cannot be sufficiently utilized.

In other words, it is necessary to define a stable interface format of the charging system for protection and failure operation in addition to optimization of communication messages and sequences not currently specified and message information for the RESERVED area.

In particular, the battery temperature and power limitation information of the BMS is added, and the charger input type and IG status information, power limitation information, connector connection status, internal temperature, efficiency, remaining charge time, and driving distance are added to the charger. It is necessary to provide the user with information about the state of charge by checking the stable operation state of the device, implementing protection against over temperature, and displaying the remaining charge time and the range of driving distance in the charging protocol.

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

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

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

On the other hand, the following prior art documents are related to the 'battery voltage display device for electric vehicles and control methods thereof'. By displaying a message that charging is required when the voltage of the battery falls, the vehicle's operation is maintained normally. It relates to a technology that enables a driver to safely drive a vehicle.

KR 10-0373239 B1

The present invention has been invented to solve the above problems, and provides a communication interface system for status sharing information with a navigation providing charging station location information that can be charged to the surroundings with status sharing information with a navigation, and charging station information using the same It is an object of the present invention to provide an electric vehicle including a communication interface system for method and state sharing information with navigation.

The present invention provides a communication interface system for state sharing information with a navigation that provides charging station location information that can be charged to the surroundings with state sharing information with a navigation to achieve the above-described problems.

The communication interface system,

A main communication interface allowing communication between the main control unit for controlling the high voltage battery mounted in the vehicle and the charger sub control unit for charging the high voltage battery using a charger;

A high voltage battery communication interface to communicate with each other between a battery sensing control unit sensing the state of charge (SOC) of the voltage battery and the main control unit generating SOC state information of the high voltage battery using sensed SOC information; And

It includes; a navigation communication interface to communicate with each other between a charger sub-controller generating state sharing information according to SOC state-specific information of the high voltage battery and a navigation control unit outputting location information of a peripheral charging station according to the state sharing information.

At this time, the state sharing information may be characterized in that the information for each driving distance according to the SOC status information or the SOC status information.

In addition, the state sharing information includes a high SOC state (CF_OBC_Navi_Hstate), a medium SOC state (CF_OBC_Navi_Mstate), a low SOC state (CF_OBC_Navi_Lstate), a maximum travelable distance (CF_OBC_Distance_H), an intermediate travelable distance (high speed driving state (CF_OBC_Hdrive), It may be characterized in that it comprises any one of the intermediate operation possible state (CF_OBC_Mdrive), and the low-speed operational state (CF_OBC_Ldrive).

In addition, the output may be characterized in that it is a navigation alarm that guides at least one of the battery charging status information and the location information of the surrounding charging station with a voice message.

Alternatively, the output may be characterized in that it is a navigation display that guides at least one of battery charging status information and location information of a surrounding charging station on a screen.

Further, the charger may be characterized in that it is a mounted charger.

Alternatively, the charger may be characterized as a separate charger.

In addition, an electric vehicle power supply communication interface that is electrically connected to the charger to charge the high-voltage battery, the electric vehicle power supply (EVSE: Electric Vehicle Supply Equipment) and the charger sub-controller to communicate with each other; It can be characterized by.

On the other hand, according to another embodiment of the present invention, in the charging station information providing method for providing charging station information using a communication interface system for state sharing information with the navigation described above, the battery sensing control unit is the high voltage Sensing a state of charge (SOC) of the battery; Generating information for each SOC state of the high voltage battery using sensed SOC information; Generating state sharing information according to information for each SOC state of the high voltage battery; And outputting location information of a nearby charging station according to the state sharing information.

On the other hand, another embodiment of the present invention, a high voltage battery, a battery sensing control unit for sensing a state of charge (SOC) of the high voltage battery, a main control unit for controlling charging of the high voltage battery, and In the electric vehicle having a charger for charging a high voltage battery and a navigation for outputting location information of a peripheral charging station according to state sharing information generated by using information for each SOC state of the high voltage battery, the main control unit includes a first main communication An interface protocol is built-in, and a first sub-communication interface protocol is built into the first sub-controller provided inside the charger, and a sub-navigation for communication with the first sub-controller is built into the navigation control unit provided inside the navigation. Communication interface protocol and the sub-navigation The main navigation communication interface protocol for communication with the new interface protocol is built in, and the main control unit and the first sub control unit communicate through the first main communication interface protocol and the first sub communication interface protocol, and the battery sensing control unit And the main control unit communicate through a high voltage battery communication interface protocol, and the first sub control unit and the navigation control unit communicate through a navigation communication interface having the main navigation communication interface protocol and the sub navigation communication interface protocol. Provide a car.

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

1 is a block diagram of a communication interface system for state sharing information with navigation according to an embodiment of the present invention.
2 is a table illustrating an example of a first main communication interface protocol in a communication interface system for monitoring a state of a vehicle battery according to an embodiment of the present invention.
3 is an example of an interface protocol for an On-Board Charger (OBC) capable of classifying status by battery management system (BMS) and SOC in a communication interface system for state sharing information with navigation according to an embodiment of the present invention. Indicating table.
4 is a control flowchart showing a charging start process during a charging operation by a communication interface protocol in a communication interface system for monitoring a state of a vehicle battery according to an embodiment of the present invention.
Figure 5 is a control flow chart showing a stop process after the completion of charging as charging termination during the charging operation by the communication interface protocol in the communication interface system for monitoring the state of the vehicle battery according to an embodiment of the present invention.
6 is a control flow chart showing a charging stop process by a user as a charging end during a charging operation by a communication interface protocol in a communication interface system for monitoring a state of a vehicle battery according to an embodiment of the present invention.
7 is a control flow chart showing a charging process by an electric vehicle power supply (EVSE) communication interface protocol according to an embodiment of the present invention.
8 is a control flowchart showing a process of performing charging termination in the event of a battery abnormality according to an embodiment of the present invention.
9 is a control flow chart showing a process of displaying a driving state to a driver according to an embodiment of the present invention.
10 is a control flow diagram showing a process for state sharing information with navigation according to an embodiment of the present invention.
11 is a block diagram showing an electric vehicle having a communication interface system for state sharing information with navigation according to an embodiment of the present invention.

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

In describing each drawing, similar reference numerals are used for similar components.

Terms such as first and second may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from other components.

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

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person skilled in the art to which the present invention pertains.

Terms such as those defined in a commonly used dictionary should be interpreted as having meanings consistent with meanings in the context of related technologies, and should not be interpreted as ideal or excessively formal meanings unless explicitly defined in the present application. Should not.

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

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

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

For example, the main control unit 1 may be a battery management system (BMS) that controls and controls the charging of the high voltage battery 30. In addition, the chargers 2 and 5 are composed of a mounted charger 2 and a separate charger 5.

The charger sub-controllers 2a and 5a for controlling the chargers 2 and 5 are the first sub-controllers 2a embedded in the on-board charger 2 to supply power to the high-voltage battery 30 mounted in the vehicle. And a fourth sub-controller 5a embedded in the separate charger 5.

In particular, the second sub-control unit 40a is preferably an LDC control unit built into the LDC 40 that converts the power of the high-voltage battery 30 to DC / DC to match the electric vehicle load.

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

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

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

The first sub control unit 2a may be connected to the vehicle cluster 60 such that the remaining charge time CR_OBC_CHRTIME and the maximum driving distance CR_OBC_DISTANCE are displayed. The remaining charge time (CR_OBC_CHRTIME) means the time to be taken from the currently charged state to full charge, and the maximum driving distance (CR_OBC_DISTANCE) means the distance that the vehicle can travel in the current state of charge.

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

For example, the data transmitted from the main control unit 1 includes the basic SW code, version information, battery internal temperature information, charging operation information and status of the main control unit 1, response setting in case of failure, and information on power limitation. Includes.

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

That is, the message format transmitted from the main control unit 1 is the same as BMS1, electric vehicle BMS code (CR_BMS_VehicleCode), CAN protocol version (CR_BMS_CanVer), constant power command in CP mode (CR_BMS_QCCmdPwr_W), battery internal temperature (CR_BMS_Temp) and 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, as in BMS2, includes data for the BMS to control the charging operation. In the BMS2, the preparation command (CF_BMS_RdyforOBC), setting when a non-BMS fault condition occurs (CF_BMS_WrnForOBC), charging is not possible setting when a fault condition occurs (CF_BMS_FaultForOBC), high voltage relay ON / OFF state when charging (CF_BMS_MainRlyOnStatForOBC), charging power limit (CF_BMS_P, normal_charging Charging status (CF_BMS_AbnorChg), charging completion status (CF_BMS_OBCChgFinishedForOBC), Battery SOC (CR_BMS_SoForOBC_Pc), remaining time for full charge (CR_BMS_CharRemainedTime_min), constant current value in CC mode (CR_BMS_OBCCmdCur_A) In this way, the overall charging of the high voltage battery is controlled through this.

In addition, the additional message format transmitted from the main control unit 1, as in BMS3, includes data for further defining high voltage battery cell voltage state value information of the high voltage battery 30. In the BMS3, a high voltage battery cell minimum voltage value (CR_BMS_HV_C_min), a high voltage battery cell maximum voltage value (CR_BMS_HV_C_max), and the like are defined, thereby generating status monitoring information of the high voltage battery 30.

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

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

In FIG. 1, for convenience of understanding, the battery sensing control unit 30a for sensing the voltage, etc. of the high voltage battery 30 is shown to be configured in the high voltage battery 30, but is not limited thereto, and the battery sensing control unit 30a ) May be configured in the main control unit 1.

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

As an example of the message format transmitted in the first sub-communication interface protocol 12 and / or the second sub-communication interface protocol 12 ', it may be defined as shown in FIGS. 3A and 3B. Incidentally, the message transmitted from the on-board controller 2a, which is the first sub-controller 2a, through the second sub-communication interface 12, as defined by OBC1 in the table of FIGS. 3A to 3B, is a charger code. (CR_OBC_Code), CAN protocol version (CR_OBC_CanVer), OBC SW version (CF_OBC_SwVer), charger input type (CR_OBC_MainType), vehicle IG power ON / OFF status (CR_OBC_IGStat), charger power limit (CF_OBC_PwrLmt) are output to the outside .

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

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

In addition, in the first sub-communication interface protocol 12, the remaining charge time (CR_OBC_CHRTIME) and the driving are performed so that the remaining charge time and the travelable distance can be displayed on the vehicle cluster 60 as shown by OBC4 in FIG. 3B. Information about a possible distance (CR_OBC_DISTANCE) is transmitted. By displaying the remaining charge time (CR_OBC_CHRTIME) from the current charge state to the vehicle cluster (60) and the driving distance (CR_OBC_DISTANCE) that can be fully charged from the current charge state, user convenience is increased. An example of the vehicle cluster 60 may be a display provided inside the vehicle.

Likewise, between the main control unit 1 and the fourth sub control unit 5a built in the separate type charger 5, protocols necessary for communication with each other are stored in advance, and thus, between the main control unit 1 and the separate type charger 5. To enable communication for control.

The alternative charger 5 is provided with a fourth sub-controller 5a therein to convert the DC power supplied from the outside into voltage and current to charge the high-voltage battery 30, wherein the alternative charger ( In the case of charging using 5), a second sub communication interface 10 'is set between the main control unit 1 and the fourth sub control unit 5a, and the second sub communication interface 10 The first main communication interface protocol 11 'and the third sub communication interface protocol 12' constituting ') may be defined. In addition, when charging starts, the remaining charging time and the maximum driving distance may be displayed on the display means 6.

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

As illustrated in FIG. 1, the second main communication interface protocol 21 for controlling the second sub control unit 40a 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-controller 2a judges based on the information about the collected LDC 40, and determines whether the LDC 40 is based on whether the electric load is provided as an electric component from the LDC 40 (see 51 in FIG. 9). ) Is commanded to the second sub control unit 40a to control the voltage to be output and whether the LDC 40 is operated.

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

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

As described above, by providing the first 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, LDC When the load of (40) is small, that is, when there is no electric load 51, the charging time can be shortened by concentrating charging with the high voltage battery 30.

In addition, when an electric load is generated by the operation of an electric component even while charging the high voltage battery 30, the electric load is supplied by supplying power to the LDC 40 as well as the high voltage battery 30 from the onboard charger 2 The charging efficiency can be improved by supplying power without going through the high voltage battery 30 to 51).

The format of the data transmitted / received on the first main communication interface 10 and the sub communication interfaces 10 'and 20 and their respective definitions are the main control unit 1, the first sub control unit 2a, for mutual confirmation. It is stored in the third sub-controller 5a and the second sub-controller 40a, and when data is transmitted from any one, the receiving side reads it using a previously stored protocol.

That is, the first 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, and the third main communication interface protocol 11 ' ) And the third sub-communication interface protocol 12 'are built in the first sub-controller 2a and the second sub-controller 40a, respectively.

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

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

On the other hand, even between the main control unit 1 and the fourth sub control unit 5a embedded in the separate type charger 5, in advance, protocols necessary for communication with each other are stored in advance, and thus, between the main control unit 1 and the separate type charger 5. In this way, it is possible to enable communication for control. As above, a third main communication interface is set between the main control unit 1 and the fourth sub control unit 5a, and a second sub communication interface 10 'is set up and constitutes the second sub communication interface 10'. The protocol 11 'and the third sub communication interface protocol 12' can be defined.

In addition, the high voltage battery cell state abnormality (CR_OBC_C_abnormal) indicating an abnormality of the battery state using the high voltage battery cell minimum value (CR_BMS_HV_C_min) and high voltage battery cell maximum value (CR_MBS_HV_C_max) defined in BMS3 of FIG. , High voltage battery cell deviation (CR_OBC_C_Diff) and the like are defined.

In addition, the protocol required for communication with each other is also stored in advance between the cluster controller 60a of the vehicle cluster 60 and the first sub-controller 2a of the on-board charger 2, so that the vehicle cluster 60 and the on-board charger ( 2) Communication for control can be made possible. As above, the fifth main communication interface protocol 61-1 for setting the cluster communication interface 61 between the first sub-controller 2a and the cluster controller 60a, and configuring the cluster communication interface 61 And the fifth sub-communication interface protocol 61'-1.

To this end, in the OBC8 of FIG. 3B, in order to classify and inform the driving area according to SOC state information of the main control unit 1 that manages and controls the battery, a high-speed operation possible state (CF_OBC_Hdrive), an intermediate operation possible state (CF_OBC_Ndrive), low speed The operable state (CF_OBC_Ldrive), the battery charging request state (CF_OBC_Notice_Char), and the like are defined.

Here, the high-speed operation possible state (CF_OBC_Hdrive) means that the state of charge (SOC) is 90-60% and is capable of driving at 80 km / h, and the intermediate operation possible state (CF_OBC_Ndrive) is 60-40% of SOC and 40-50 km / h means that it can be operated, and the low-speed operation state (CF_OBC_Ldrive) means that the SOC is 20-30%, and it can operate at 20-30km / h, and the battery charging request state (CF_OBC_Notice_Char) is 15% of SOC and 20km It means that it can operate below / h.

In other words, it is as follows.

CF_OBC_Hdrive: Display of high-speed operation status (When operating at high speed, it is necessary to provide information that can give users a sense of stability through status indication that high-speed operation is possible by monitoring SOC status and battery voltage status)

CF_OBC_Ndrive: Intermediate driving status indication (information that it is possible to proceed to the normal driving status when driving on a city road is necessary)

CF_OBC_Ldrive: Displays the low-speed operation required status, and provides the need for user recognition with the low battery status (SOC low status = 20 ~ 30%)

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

In addition, it is possible to classify sections by status values (CF_OBC_Hdrive) for each SOC status. For example, 1-high-speed operation, 2-change to the middle operation area.

In addition, in FIG. 1, the cluster communication interface 61 is illustrated as being configured between the vehicle cluster 60 and the on-board charger 2, but is not limited thereto, and the cluster communication interface 61 is a vehicle cluster 60. And a separate charger 5. Of course, the cluster communication interface 61 can also communicate with the fourth sub-controller 5a of the separate charger 5 through the first sub-controller 2a of the on-board charger 2.

Incidentally, the protocol required for communication with each other is also stored in advance between the navigation control unit 90a of the navigation 90 and the first sub control unit 2a of the mounted charger 2, so that the navigation 90 and the mounted charger 2 ) To enable communication for control.

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

For the definition of this protocol, CF_OBC_Navi_Hstate, CF_OBC_Navi_Mstate, CF_OBC_Navi_Lstate, CF_OBC_Distance_H, CF_OBC_Distance_M, CF_OBC_Distance_M, etc. are defined in OBC9 of FIG.

In other words, the display of the location of the charging station at a short distance and / or an alarm is provided by defining status information according to SOC status and driving distance.

The explanation is as follows.

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

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

CF_OBC_Navi_Lstate: Navigation alarm and / or display output by providing 20% information of high voltage battery SOC status. For example, navigation alarm: “Battery charging is required. Display nearby charging station information. ”And / or navigation display: An indication is displayed on the charging station information screen within 5 km of surroundings.

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

CF_OBC_Distance_M: Navigation alarm and / or display output by providing driving distance status information in 50% of SOC state of high voltage battery. For example, navigation alarm: “The maximum distance that can be driven is 60 km. Display nearby charging station information. ” And / or navigation display: a display on the charging station information screen within 20 km of the surrounding area.

CF_OBC_Distance_L: High-voltage battery SOC status 20%, driving distance status information provided to provide navigation alarm and / or display. For example, navigation alarm: “The maximum distance that can be driven is 20 km.” “Please check with your nearest charging station for charging.” And / or navigation display: a display on the charging station information screen within 5 km of the surrounding area.

Hereinafter, the charging process will be described with reference to FIGS. 4 to 9.

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

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

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

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

The on-board charger 2 checks whether the charger is abnormal, and if there is no abnormality, notifies the main control unit 1 that it is ready to be charged (CF_OBC_Rdy), wherein the first sub-controller 2a is the second sub-controller ( With 40a), the output voltage command CR_OBC_LDC_Vol_V of the LDC 40 and the LDC operation control signal CF_OBC_LDC_Inh are commanded to operate the LDC.

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

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

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

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

Meanwhile, FIG. 5 shows a control flow chart in which charging is stopped by the BMS 1 when charging is completed, and FIG. 6 shows a control flow chart in which charging is stopped at the user's request.

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

The main control unit 1 monitors the SOC of the high voltage battery 30 and transmits it to the first sub control unit 2a in the state of charging completion (CF_BMS_OBCChgFinishedForOBC) when the SOC is to be maximized to end charging. In addition, the main control unit 1 also transmits the current and voltage of the high voltage battery 30 together.

The first sub-controller 2a maintains a charge ready state (CF_OBC_powEnaStat) once, but the main controller 1 blocks the main relay (70 in FIG. 11) and the message that the main relay 70 is blocked Send (CF_BMS_MainRlyOnStatForOBC).

Thereafter, the first sub control unit 2a ends charging (CF_OBC_ChgFinished), and the charging is completed by switching the charging mode to the non-charging mode.

Meanwhile, the first sub-controller 2a also sends an LDC output voltage command (CR_OBC_LDC_Vol_V) and an LDC operation control signal (CF_OBC_LDC_Inh) to be output from the LDC 40 according to termination of charging to the second sub-controller 40a, as required Accordingly, the LDC output voltage command CR_OBC_LDC_Vol_V and the LDC operation control signal CF_OBC_LDC_Inh may be controlled so that the LDC 40 does not operate.

On the other hand, as shown in Figure 6, the process of stopping the charging by the user interrupt is terminated by the user interrupt regardless of the state of the high voltage battery 30 being charged, and the charging completion process according to the full charge described above In comparison, the process of transmitting the SOC, current, and voltage of the current high-voltage battery 30 to the first sub-controller 2a is omitted, and the rest of the process is performed in the same way.

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

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

The battery vehicle power supply unit 210 sends a CP (CONTROL PILOT), PD (PROXIMITY DETECTION) signal using the electric vehicle power supply communication interface, and the first sub-controller 2a is EVSE to the main control unit 1 Input frequency (CR_OBC_CPFreq), EVSE input frequency duty (CR_OBC_CPDuty), vehicle coupler voltage check (CR_OBC_PDVol), vehicle coupler connection check (CR_OBC_PDCheck), vehicle coupler S3 switch status check (CR_OBC_PDS3Check), EVSE output current command (CR_CP_Cur) Sends

Here, a control pilot (CP): generates a frequency of 1 kHz to limit the charging current for each duty.

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

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

CR_OBC_CPDuty: Generate current limit information according to duty information.

CR_OBC_PDVol: Transfer of input voltage information according to the coupler connection status.

CR_OBC_PDCheck: Final proximity detection confirmation signal.

CR_OBC_PDS3Check: Check the status of the switch inside the coupler to prevent arcing.

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

For example, if the duty is 30%, it becomes the 18A current limit (maximum charging current).

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

These parameters shown in FIG. 7 are represented in OBC6 in FIG. 3, and the electric vehicle power supply (EVSE) communication interface is an interface between the vehicle and the electric vehicle power supply (EVSE) as a data definition for SAE J1172 standardization information. By defining the information, the charging operation of AC LEVEL1 and LEVEL2 is performed by using information on the coupler connection status and EVSE charging command.

The contact interface of the charging coupler specified in the SAE J1772 document consists of AC power (L1), AC power (L2), device grounding, control pilot and proximity detection, and the control pilot is the electric vehicle power supply. It is an electrical signal generated by the supply device (EVSE) and is transmitted to the vehicle through a charging coupler and a contact point.

Therefore, the control pilot performs the function of determining the connection between the vehicle and the power supply and determining the power supply / disconnection according to the vehicle condition, and adjusts the control pilot duty cycle to control the power supply (EVSE). It also performs the function of transmitting the maximum current value that can be supplied to the vehicle.

8 is a control flowchart showing a process of performing charging termination when a battery is abnormal according to an embodiment of the present invention. Referring to FIG. 8, when the main control unit 1 sends the status monitoring information (CR_BMS_HV_C_min, CR_BMS_HV_C_max) to the sub control unit 2a, the sub control unit 2a uses these status monitoring information to display the high voltage battery of the current high voltage battery 30. Cell abnormality (CR_OBC_C_abnormal) and deviation (CR_OBC_C_Diff) information is transmitted to the main control unit 1, and charge termination (CF_OBC_ChgFinished) is transmitted to the main control unit 1 together.

The main control unit 1, together with such abnormality and / or deviation information (CR_OBC_C_abnormal, CR_OBC_C_Diff), receives a charging end (CF_OBC_ChgFinished), a switching means (for example, a relay element) between the charger and the high voltage battery 30 OFF) to send the high voltage relay on / off state (CF_BMS_MainRlyOnStatForOBC) to the sub controller 2a when charging to stop the operation of the high voltage battery 30 by turning it off.

9 is a control flow chart showing a process of displaying a driving state to a driver according to an embodiment of the present invention. Referring to FIG. 9, the sub-controller 2a monitors a state of charge (SOC) state of the high voltage battery 30 and provides state information that can identify a region in which the driver can drive through the state monitoring information. .

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

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

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

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

10 is a control flowchart illustrating a process for state sharing information with navigation according to an embodiment of the present invention. In other words, it is a control flow chart showing a process of displaying a battery and a driving distance state for providing charging station information through state sharing information with navigation. Referring to FIG. 10, the sub-controller 2a monitors the state of charge (SOC) state of the high voltage battery 30 and uses this state monitoring information to define state information for each SOC state and for each driving distance. Accordingly, the navigation control unit 90a outputs a charging station position indication and / or an alarm signal at a short distance to the vehicle on the navigation (90 in FIG. 1) so that the driver recognizes it.

Incidentally, for example, if the state of charge (SOC) is 90%, the sub-controller 2a provides the navigation controller 90a with a high SOC state (CF_OBC_Navi_Hstate).

In addition, when the state of charge (SOC) is 50%, the sub-control unit 2a provides the medium SOC state (CF_OBC_Navi_Mstate) to the navigation controller 90a.

In addition, when the state of charge (SOC) is 20%, the sub-control unit 2a provides the low SOC state (CF_OBC_Navi_Lstate) to the navigation controller 90a.

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

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

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

Meanwhile, FIG. 11 is a block diagram showing an electric vehicle having a communication interface system for state sharing information with navigation according to an embodiment of the present invention. Referring to FIG. 11, an electric vehicle 100 having a communication interface system according to the present invention includes a high voltage battery 30, a main control unit 1 for controlling charging of the high voltage battery 30, and an external device. It is connected to the AC power supply and the AC connector 200a, converts and charges AC power to the high voltage battery 30, and charges the built-in charger 2 and includes the first sub-controller 2a, and the mounted charger 2 ) And LDC (40) for DC / DC conversion of the power of the high voltage battery (30) to the electric vehicle load (51).

In the communication interface system, as described above, the main control unit 1 and the on-board control unit 2a built in the on-board charger 2, the on-board control unit 2a and the inverter 40 communicate with each other. In order to transmit and receive a message necessary for charging the high voltage battery 30 and controlling the LDC 40, the detailed description has been described above, and will be omitted.

The high voltage battery 30 is charged by the on-board charger 2 or a separate charger 5 to supply power to the drive motor 41 through the inverter 40. In addition, power is supplied to the electric load 51 through the LDC 50. To this end, the LDC control unit 50a is configured inside the LDC 50.

The on-board charger 2 converts the household AC power supplied from the used power source 200 and / or the electric vehicle supply equipment (EVSE) 210 into DC and supplies it to the high voltage battery 30 As for the purpose, it is connected to the external AC power source 200 through the connector 2d 200a. To this end, the EVSE control unit 210a is configured.

In general, in order to charge the driving battery of an electric vehicle (EV) and a plug-in hybrid vehicle (PHEV), an electric vehicle supply equipment (EVSE) connected to a distribution system must be used. Between electric vehicles, charging interface components (not shown) such as a charging connector and an inlet are configured.

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

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

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

On the other hand, since the electric vehicle 100 is also capable of charging through a separate charger 5, the high voltage battery 30 is connected through a connector 80, 5c for connection of the separate charger 5 , The separate charger 5 is charged by the supplied DC power. It may include a fourth sub-control unit 5a for control by the separate charger 5, and a separate power unit (not shown) for converting the voltage and current of the DC power.

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

1: Main control unit 2: Mounted charger
5: Separate charger
6: Display means 10: Main communication interface
10 ': second sub communication interface
11: 1st main communication interface protocol
12: first sub communication interface protocol
11 ': 3rd main communication interface protocol
12 ': 3rd sub communication interface protocol
13: high voltage battery communication interface
13-1: 4th main communication interface protocol
13'-1: 4th sub communication interface protocol
20: first sub communication interface
21: second main communication interface protocol
22: second sub communication interface protocol
30: high voltage battery 30a: battery sensing control unit
40: inverter 41: drive motor 50: LDC 50a: LDC control unit
51: overall load 60: vehicle cluster
60a: cluster controller 61: cluster communication interface
61-1: Fifth Main Communication Interface Protocol
61'-1: 5th sub communication interface protocol
70: switching means 80: connector
90: navigation
90a: navigation control
91: navigation communication interface
91-1: Main Navigation Communication Interface Protocol
91'-1: Sub Navigation Communication Interface Protocol
200: external power 200a: connector
210: Electric Vehicle Supply Equipment (EVSE)
210a: EVSE control

Claims (15)

A main communication interface allowing communication between the main control unit for controlling the high voltage battery mounted in the vehicle and the charger sub control unit for charging the high voltage battery using a charger;
A high voltage battery communication interface to communicate with each other between a battery sensing control unit sensing a state of charge (SOC) of the high voltage battery and the main control unit generating SOC state information of the high voltage battery using sensed SOC information; And
A navigation communication interface allowing communication between the charger sub-controller generating state sharing information according to SOC state-specific information of the high voltage battery and a navigation control unit outputting information according to the state sharing information;
It includes,
The state sharing information is driving area information according to SOC state-specific information of the high-voltage battery, and includes any one of a high-speed operation enable state (CF_OBC_Hdrive), an intermediate operation enable state (CF_OBC_Mdrive), and a low-speed operation enable state (CF_OBC_Ldrive). ,
The navigation system further includes; an electric vehicle power supply communication interface electrically connected to the charger to charge the high-voltage battery, and an electric vehicle power supply communication interface that enables the electric vehicle supply equipment (EVSE) and the charger sub-controller to communicate with each other. Communication interface system for status sharing information of a family.
delete delete delete delete According to claim 1,
The charger is a communication interface system for status sharing information with the navigation, characterized in that the on-board charger.
According to claim 1,
The charger is a communication interface system for status sharing information with the navigation, characterized in that a separate charger.
delete A method for using a communication interface system for state sharing information with navigation according to claim 1,
A battery sensing control unit sensing a state of charge (SOC) of the high voltage battery;
Generating information for each SOC state of the high voltage battery using sensed SOC information;
Generating state sharing information according to information for each SOC state of the high voltage battery; And
Outputting information according to the state sharing information;
It includes,
The state sharing information is driving area information according to SOC state-specific information of the high-voltage battery, and includes any one of a high-speed operation-capable state (CF_OBC_Hdrive), an intermediate-operation-capable state (CF_OBC_Mdrive), and a low-speed operation-capable state (CF_OBC_Ldrive) , Way.
A high voltage battery, a battery sensing control unit for sensing the state of charge (SOC) of the high voltage battery, a main control unit for controlling the charging of the high voltage battery, a charger for charging the high voltage battery, and information about SOC status of the high voltage battery In the electric vehicle having a navigation for outputting information according to the state sharing information generated by using,
A first main communication interface protocol is built in the main control unit,
A first sub-communication interface protocol is built into the first sub-controller provided inside the charger,
The navigation control unit provided inside the navigation includes a sub navigation communication interface protocol for communication with the first sub control unit and a main navigation communication interface protocol for communication with the sub navigation communication interface protocol.
The main control unit and the first sub control unit communicate through the first main communication interface protocol and the first sub communication interface protocol,
The battery sensing control unit and the main control unit communicate through a high voltage battery communication interface protocol,
The first sub control unit and the navigation control unit communicate through a navigation communication interface having the main navigation communication interface protocol and the sub navigation communication interface protocol,
The state sharing information is driving area information according to SOC state-specific information of the high-voltage battery, and includes any one of a high-speed operation-capable state (CF_OBC_Hdrive), an intermediate-operation-capable state (CF_OBC_Mdrive), and a low-speed operation-capable state (CF_OBC_Ldrive) Electric vehicle characterized in that.
delete delete The method of claim 10,
The charger is an electric vehicle, characterized in that the mounted charger.
The method of claim 10,
The charger is an electric vehicle, characterized in that a separate charger.
The method of claim 13,
The on-board charger is an electric vehicle characterized in that it is connected to an electric vehicle power supply (EVSE: Electric Vehicle Supply Equipment).

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