KR20190015994A - Charge controlling method, electrical vehicle and charger using the method - Google Patents

Abstract

A charge control method, according to an embodiment of the present invention, is a charge control method performed by an electric vehicle supplied with electric power from a charging device, wherein the method comprises the following steps: detecting the presence of an occupant; detecting the presence of an implantable medical device (IMD) in the electric vehicle; determining a charging mode depending on the presence or absence of the occupant and the IMD; and transmitting information on the determined charging mode to the charging device. When there is no driver within a range affected by adverse effects of electromagnetic field due to wireless power transmission, a power transmission amount can be increased to shorten a charging time.

Description

TECHNICAL FIELD [0001] The present invention relates to a charge control method, an electric vehicle using the same,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a charging control method and an electric vehicle and a charging apparatus using the same, and more particularly, to a method of controlling charging according to the presence and type of an occupant in a vehicle,

An electric vehicle charging system can basically be defined as a system for charging a battery mounted on an electric car using power from a grid or an energy storage device of a commercial power source. Such an electric vehicle charging system may have various forms depending on the type of electric vehicle. For example, an electric vehicle charging system may include a conductive charging system using a cable or a non-contact wireless power transmission system.

Electromagnetic waves can be generated during wireless power transmission. Such electromagnetic waves can adversely affect the human body. In particular, the Implanted Medical Device (IMD) used by patients with heart disease may be affected by the magnetic field generated by the wireless power, and the patient's condition may be dangerous.

The International Standard for Wireless Charging SAE J2954 specifies EMF (Electromagnetic Safety) limits for areas where passengers may be present inside or outside the vehicle. Accordingly, in the case of a wireless charging system for an electric vehicle, in the case of a conventional wireless charging system for an electric vehicle, when the charging starts, the electric power corresponding to the maximum capacity of the vehicle and the charger is constantly transmitted within a range satisfying the EMF regulation value, Is stopped. This conventional wireless charging system has a disadvantage that rapid power transmission can not be achieved.

An object of the present invention is to provide a charging control method.

Another object of the present invention is to provide an electric vehicle using the charge control method.

Another object of the present invention is to provide a charging apparatus using the charge control method.

It is another object of the present invention to provide an apparatus for controlling charging of an electric vehicle.

According to an aspect of the present invention, there is provided a charging control method performed by an electric vehicle supplied with electric power from a charging device, the charging control method comprising: detecting the presence of a passenger; Detecting the presence of an implantable medical device (IMD) in an electric vehicle; Determining a charging mode according to the presence or absence of the occupant and the presence or absence of the implantable medical device; And transmitting information on the determined charging mode to the charging device.

The charging mode may include a protection charging mode for a passenger in the electric car and a maximum charging mode for a case where the occupant in the electric car is not present.

The protection charging mode may include a first protection charging mode in which charging is performed in accordance with EMF (electromagnetic safety) regulation values of a general reference level when there is a tower capitalization; And a second protected charging mode for performing charging according to the IMD regulation when an IMD signal is sensed.

The EMF regulated value and the IMD regulated value may be set according to the SAE J2954 standard.

On the other hand, the step of detecting the presence of the occupant may include receiving an RF signal transmitted from the smart key or a signal from the seat sensor.

The charge control method may further include detecting foreign matter in a high risk area and stopping charging immediately after the foreign matter is detected in the high risk area.

According to another aspect of the present invention, there is provided an electric vehicle including: a seat sensor; A communication module for performing communication with the charging device, the smart key, and the implantable medical device; A charging module including a reception pad interlocked with a transmission pad of the charging device, the charging module receiving power output through the transmission pad; And at least one processor; And a memory for storing instructions for instructing the at least one processor to perform at least one command, the at least one command being a command for causing the at least one processor to determine, based on the signal input via the communication module or the seat sensor, To detect the presence of the < RTI ID = 0.0 > Instructions for detecting the presence of an implantable medical device (IMD) in an electric car based on a signal input via the communication module; Determine a charging mode based on the presence of the occupant and the presence or absence of the implantable medical device; And instructions for the communication module to transmit information on the determined charging mode to the charging device.

The at least one command may further comprise instructions to stop charging immediately upon detection of a foreign object in the high risk area around the transmission pad and the receiving pad.

The charging mode may include a protection charging mode for a passenger in the electric car and a maximum charging mode for a case where the occupant in the electric car is not present.

The protection charging mode may include a first protection charging mode in which charging is performed in accordance with EMF (electromagnetic safety) regulation values of a general reference level when there is a tower capitalization; And a second protected charging mode for performing charging according to the IMD regulation when an IMD signal is sensed.

The EMF regulated value and the IMD regulated value may be set according to the SAE J2954 standard.

Here, the communication module may include an RF communication module for receiving and processing an RF signal from a smart key and an implantable medical device, and an LF communication module for transmitting an LF signal to the smart key and transmitting and receiving an LF signal to the charging device have.

According to another aspect of the present invention, there is provided a charging device including: a communication module for communicating with an electric vehicle using an LF communication method; A power transmission module including a transmission pad interlocked with a reception pad of the electric vehicle, for supplying electric power to the electric vehicle through the transmission pad; At least one processor; And a memory that stores instructions that direct the at least one processor to perform at least one instruction.

Wherein the at least one command comprises a command to power the electric vehicle according to a charging mode determined according to at least one of the presence of an occupant in the electric vehicle and the presence or absence of an implantable medical device in the electric vehicle .

The at least one command may further include an instruction to stop charging immediately when a foreign object located in a high risk area around the transmission pad and the reception pad is detected.

The charging mode may include a protection charging mode for a passenger in the electric car and a maximum charging mode for a case where the occupant in the electric car is not present.

The protection charging mode may include a first protection charging mode in which charging is performed in accordance with EMF (electromagnetic safety) regulation values of a general reference level when there is a tower capitalization; And a second protected charging mode for performing charging according to the IMD regulation when an IMD signal is sensed.

The EMF regulated value and the IMD regulated value may be set according to the SAE J2954 standard.

According to another aspect of the present invention, there is provided an apparatus for controlling charging of an electric vehicle supplied with electric power from a charging apparatus, the apparatus comprising: at least one processor; And a memory for storing instructions instructing the at least one processor to perform at least one command, the at least one command being a signal received from the seat sensor in the electric car or an RF Detecting an existence of an occupant in the electric car based on the signal; Instructions for detecting the presence of an implantable medical device (IMD) in the electric vehicle; Determine a charging mode based on the presence of the occupant and the presence or absence of the implantable medical device; And transmit the information on the determined charging mode to the charging device.

The charging mode may include a protection charging mode for a passenger in the electric car and a maximum charging mode for a case where the occupant in the electric car is not present.

The protection charging mode may include a first protection charging mode in which charging is performed in accordance with EMF (electromagnetic safety) regulation values of a general reference level when there is a tower capitalization; And a second protected charging mode for performing charging according to the IMD regulation when an IMD signal is sensed.

The EMF regulated value and the IMD regulated value may be set according to the SAE J2954 standard.

According to the present invention, when the driver is not present within the range where the electromagnetic field is adversely influenced by the wireless power transmission, the power transmission amount can be increased to shorten the charging time.

Therefore, the present invention maximizes the wireless power transmission amount depending on the situation through the detection of the driver's condition around the wireless power transmission system, thereby satisfying the quick charging and the EMF regulation at the same time.

1 is a conceptual diagram of an example of a wireless power transmission system.
2 is a plan view of the EMF region for explaining the EMF regulation value.
3 is a front view of the EMF region for explaining the EMF regulation value.
4 is a table showing EMF exposure standards of a general reference level.
5 is a table showing a basic restriction level.
FIG. 6 shows a table for explaining the magnetic field limiting values of the pacemaker / IMD for each area inside and outside the vehicle.
7 is a conceptual diagram of a wireless charging control system according to an embodiment of the present invention.
Fig. 8 is a diagram comparing the frequency spectrum of the IMD frequency and the vehicle RF signal.
9 is a conceptual diagram of an IMD monitoring system.
FIG. 10 shows an example of charge power control for at least one charge control mode according to an embodiment of the present invention.
11 is an operational flowchart of a charge control method according to an embodiment of the present invention.
12 is a block diagram of an electric vehicle according to an embodiment of the present invention.
13 shows a frame structure of an LF communication applied to the present invention.
Fig. 14 shows a frame structure of RF communication applied to the present invention.
FIG. 15 is a diagram showing a timing cycle of a pacemaker applicable to the present invention. FIG.
16 is a block diagram of a charging apparatus according to an embodiment of the present invention.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that the invention is not intended to be limited to the particular embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. Like reference numerals are used for like elements in describing each drawing.

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

It is to be understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, . On the other hand, when an element is referred to as being "directly connected" or "directly connected" to another element, it should be understood that there are no other elements in between.

The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In the present application, the terms "comprises" or "having" and the like are used to specify that there is a feature, a number, a step, an operation, an element, a component or a combination thereof described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the contextual meaning of the related art and are to be interpreted as either ideal or overly formal in the sense of the present application Do not.

In an embodiment of the present invention, an electric vehicle charging system can be basically defined as a system for charging a battery mounted on an electric vehicle using a grid of a commercial power source or electric power of an energy storage device. Such an electric vehicle charging system may have various forms depending on the type of electric vehicle. For example, an electric vehicle charging system may include a conductive charging system using a cable or a non-contact wireless power transmission system.

In one embodiment of the present invention, an electric vehicle (EV) may refer to an automobile as defined in 49 CFR 523.3. The electric vehicle is freely available on the highway and can be driven by electricity supplied from an in-vehicle energy storage device such as a rechargeable battery from a power source outside the vehicle.

In one embodiment of the invention, the power source may include a residential or public electrical service or a generator using vehicle mounted fuel, and the like.

In one embodiment of the present invention, an electric vehicle (EV) is an electric car, an electric automobile, an electric road vehicle (ERV), a plug-in vehicle (PV), a plug- vehicle, etc., and the xEV may be referred to as a BEV (plug-in all-electric vehicle or battery electric vehicle), a plug-in electric vehicle (PEV), a hybrid electric vehicle (HEV), a hybrid plug- ), A plug-in hybrid electric vehicle (PHEV), and the like.

In one embodiment of the present invention, a Plug-in Electric Vehicle (PEV) may be referred to as an electric vehicle that is connected to a power grid and recharges a quantity-loaded primary battery. A plug-in vehicle (PV) may be referred to herein as a rechargeable vehicle through a wireless charging scheme without the use of physical plugs and sockets from electric vehicle supply equipment (EVSE). Heavy duty vehicles (H.D. Vehicles) may refer to any vehicle with four or more wheels as defined in 49 CFR 523.6 or CFR 37.3 (bus).

In one embodiment of the present invention, a light duty plug-in electric vehicle is mainly a rechargeable battery for use in public streets, roads, and highways, or an electric motor powered by an electric motor of another energy device It can refer to a vehicle with three or four wheels. Lightweight plug-in electric vehicles may be specified to have a total weight less than 4.545 kg.

In one embodiment of the present invention, a wireless power charging system (WCS) may refer to a system for controlling between GA and VA, including wireless power transmission, alignment and communication. Wireless power transfer (WPT) can refer to the transmission of electrical power through contactless means to an electric vehicle in an AC power supply network, such as a utility or a grid.

In one embodiment of the present invention, a utility provides electrical energy and is typically implemented in a customer information system (CIS), an Advanced Metering Infrastructure (AMI), a Rates and Revenue system ≪ / RTI > and the like. The utility allows the plug-in electric vehicle to use energy through price tags or discrete events. The utility can also provide information on tariff rates, intervals for measured power consumption, and verification of electric vehicle programs for plug-in electric vehicles.

In one embodiment of the present invention, smart charging can be described as a system in which an EVSE and / or plug-in electric vehicle communicates a vehicle charge rate or discharge rate with a power grid to optimize the time of grid capacity or usage cost ratio. Automatic charging can be defined as operation of inductive charging with the vehicle in the proper position relative to the primary charger assembly capable of transmitting power. Automatic charging can be performed after obtaining the required authentication and authorization.

Interoperability in one embodiment of the invention may refer to a state in which components of the system relative to one another can operate together to perform the desired operation of the overall system. Information interoperability can refer to the ability of two or more networks, systems, devices, applications or components to share and easily use information securely and effectively, with little or no inconvenience to the user .

In one embodiment of the invention, an inductive charging system may refer to a system in which two parts transfer energy electronically in a forward direction from an electricity supply network to an electric vehicle via a loosely coupled transformer. In this embodiment, the induction charging system may correspond to the electric vehicle charging system. An inductive coupler is a transformer formed of a GA coil and a VA coil, and can refer to a transformer that transmits electric power through galvanic isolation. Inductive coupling can refer to magnetic coupling between two coils. The two coils can refer to a ground assembly coil and a vehicle assembly coil.

A ground assembly (GA) may refer to an assembly disposed on the ground or infrastructure side, including a GA coil and other suitable components. Other suitable components may include at least one component for controlling the impedance and resonant frequency, ferrite and electromagnetic shielding material for enhancing the magnetic path. For example, the GA may include the power / frequency converter required to function as a power source for the wireless charging system, the GA controller, and the wiring from the grid and the wiring between each unit and the filtering circuits, the housing, and the like.

A vehicle assembly (VA) may refer to an assembly disposed in a vehicle, including a VA coil and other suitable components. Other suitable components may include at least one component for controlling the impedance and resonant frequency, ferrite and electromagnetic shielding material for enhancing the magnetic path. For example, the VA may include wiring between each unit and filtering circuits, housing, etc., as well as the wiring of the VA controller and the vehicle battery, as well as the rectifier / power converter required to function as a vehicle component of the wireless charging system .

In one embodiment of the present invention, the VA coil may be referred to as a secondary coil, a vehicle coil, a receiver coil, etc., and similarly a ground assembly coil (GA coil may be referred to as a primary coil, a transmit coil, or the like.

In one embodiment of the present invention, the GA may be referred to as a primary device (PD), a primary device, and the like, and VA may be referred to as a secondary device (SD) .

In one embodiment of the present invention, the primary device may be a device that provides contactless coupling to the secondary device, that is, a device external to the electric vehicle. The primary device may be referred to as a primary side device. When the electric vehicle receives power, the primary device can operate as a power source for transmitting power. The primary device may include a housing and all covers.

In one embodiment of the present invention, the secondary device may be an electric vehicle mounting device that provides contactless engagement with the primary device. The secondary device may be referred to as a secondary side device. When the electric vehicle receives electric power, the secondary device can transfer the electric power from the primary device to the electric car. The secondary device may include a housing and all covers.

In one embodiment of the present invention, the ground assembly controller (GA controller) may be part of a GA that adjusts the output power level for the GA coil based on information from the vehicle.

In one embodiment of the present invention, a vehicle controller (VA controller) may be part of a VA that monitors the parameters for a particular vehicle during charging and initiates communication with the GA to control the output power level.

The GA controller described above may be referred to as a primary device communication controller (PDCC), and the VA controller may be referred to as an electric vehicle communication controller (VA controller). The magnetic gap is the distance between the highest plane of the upper portion of the litz wire or the upper portion of the magnetic material of the GA coil and the lowest plane of the magnetic material of the VA coil, Vertical distance can be referred to.

Ambient temperature can refer to the ground level temperature measured in the atmosphere of the target subsystem that is not directly exposed to sunlight. Vehicle ground clearance can refer to the vertical distance between the road or road pavement and the bottom of the vehicle floor pan. Vehicle magnetic ground clearance can refer to the vertical distance between the bottom floor of the Litz wire or the insulating material of the VA coil mounted on the vehicle and the pavement. Vehicle Assembly (VA) The Vehicle Assembly Coil Surface Distance can refer to the vertical distance between the plane bottom of the Litz wire or the magnetic material of the VA coil and the lowest outer surface of the VA coil. Such a distance may include additional items wrapped in a protective cover and coil wrapper.

The exposed conductive component may refer to a conductive part of an electrical device (e.g., an electric vehicle) that can be contacted by a person and does not normally conduct electricity but can conduct electricity in the event of a failure. Hazardous live components can refer to live components that can give a hazardous electric shock under certain conditions. A live component may refer to any conductor or conductive component that is electrically activated in a basic use.

Direct contact can refer to human contact as an organism. Indirect contact may refer to the contact of an exposed, electrically-conductive, electrically-conductive active component with an insulation failure (see IEC 61140).

Alignment in one embodiment of the present invention refers to a procedure for finding the relative location of the secondary device to the primary device and / or a procedure for finding the relative location of the primary device to the secondary device for the defined efficient power transfer . Alignment herein may refer to, but is not limited to, alignment of a wireless power transmission system.

In one embodiment of the invention, the vehicle magnetic ground clearance may refer to the vertical distance between the bottom floor of the Litz wire or the insulating material of the VA coil mounted on the vehicle and the road pavement. Vehicle Assembly (VA) The Vehicle Assembly Coil Surface Distance can refer to the vertical distance between the plane bottom of the Litz wire or the magnetic material of the VA coil and the lowest outer surface of the VA coil. Such a distance may include additional items wrapped in a protective cover and coil wrapper.

In one embodiment of the present invention, pairing may refer to a procedure in which a vehicle (electric vehicle) is associated with a single dedicated ground assembly (primary device) arranged to transmit power. Pairing herein may include a procedure for associating a charge spot or a specific ground assembly with a vehicle assembly controller. Correlation / Association may involve establishing a relationship between two peer communication entities. Command and control communication may refer to communication between an electric vehicle and an electric vehicle, which exchanges information necessary to initiate, control, and terminate the wireless power transfer process.

In one embodiment of the present invention, a high level communication may process all information that exceeds the information in the command and control communication. The data link of the high level communication can use PLC (Power line communication), but is not limited thereto. Low power excitation may refer to activating an electric vehicle to sense a primary device to perform precise positioning and pairing, but is not so limited, and vice versa.

In an exemplary embodiment of the present invention, an SSID (Service Set Identifier) is a unique identifier consisting of 32-characters attached to a header of a packet transmitted on a wireless LAN. The SSID identifies the basic service set (BSS) that the wireless device attempts to connect to. SSID basically distinguishes several wireless LANs from each other. Therefore, all APs and all terminal / station devices that want to use a particular wireless LAN can use the same SSID. Devices that do not use a unique SSID are not able to join the BSS. Because the SSID is shown as plain text, it may not provide any security features to the network.

In one embodiment of the present invention, an ESSID (Extended Service Set Identifier) is a name of a network to be accessed. It is similar to SSID but can be a more extended concept. A basic service set identifier (BSSID) is usually 48 bits and is used to identify a specific basic service set (BSS). In the case of an infrastructure BSS network, the BSSID may be medium access control (MAC) of the AP equipment. For an independent BSS or ad hoc network, the BSSID can be generated with any value.

In one embodiment of the present invention, a charging station may include at least one ground assembly and at least one ground assembly controller that manages at least one ground assembly. The ground assembly may include at least one wireless communication device. The charging station may refer to a place having at least one ground assembly installed in a home, office, public place, road, parking lot, and the like.

An embodiment of the present invention is a method of facilitating wireless connection between a vehicle and an EVSE (Electric Vehicle Supply Equipment) when charging an EV or a PHEV. Currently, most of the charging is charging through a wired connection, but inductive charging is continuously being developed. Even in the case of wired charging, a method of performing power transmission in a wired manner and data communication in a wireless manner is also being studied.

Currently, charging standards are being developed to consider communication with the grid (V2G) beyond the communication between the EV car and the EV car. ISO 15118-6, 7, 8, which is a standard in the Draft stage, defines wireless charging, and in particular an optimal communication method on this can be suggested in one embodiment of the present invention.

Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the accompanying drawings.

1 is a conceptual diagram of an example of a wireless power transmission system.

Referring to FIG. 1, an electric vehicle charging system may include, but is not limited to, a conductive charging system using a cable or a non-contact type wireless power transmission system. An electric vehicle charging system can basically be defined as a system for charging a battery mounted on an electric vehicle using power of a grid or an energy storage device of a commercial power supply. Lt; / RTI >

SAE TIR J2954, a leading standard for wireless charging, establishes industry standard specification guidelines that define interoperability, electromagnetic compatibility, minimum performance, safety and test acceptance criteria for wireless charging of light duty electric and plug-in electric vehicles have.

1, which illustrates an example of a wireless charging system, the Wireless Communicaiton System (WCS) according to the J2954 standard includes a utility interface, a high frequency power inverter, a coupling coil, a rectifier, a filter, an optional regulator, And communication between the power inverter connected to the utility. The utility interface is similar to a traditional EVSE connection to single-phase or three-phase AC power.

The wireless charging system of an electric vehicle can be roughly classified into three types: 1) a power connection GA coil 12 and a grid connection power converter 11; and a communication link 13 with the vehicle system. 2) charging control electronics 22 for the VA coil 21 with rectifying and filtering components and, if necessary, regulation / safety / shutdown, and a communication link 23 with the base station side, , (3) secondary modules required for in-vehicle communications (CAN, LIN) required for secondary energy storage systems, battery management system components and battery SOC, charge rate and other necessary information. .

FIG. 2 is a plan view of an EMF region for explaining an EMF regulation value, and FIG. 3 is a front view of an EMF region for explaining an EMF regulation value.

Four physical areas can be defined for EMF safety management of the wireless charging system, and Fig. 2 shows an example of these areas on the top view of the vehicle, and Fig. 3 shows the front view of the vehicle.

First, region 1 is the entire area of the vehicle lower portion including the wireless power assembly and does not extend beyond the lower body structure edge (e.g., the lower edge of the rocker panel or the bumper).

Region 2a is the area around the vehicle at a height of less than 70 cm above the ground, and may additionally include the area below the vehicle.

The area 2b is an area around the vehicle at a height of 70 cm or more on the ground and the area 3 can be set inside the vehicle.

The shapes and ranges of the region 1 shown in Figs. 2 and 3 are merely illustrative. EMF management in vehicles is desirable to be applicable to all operating conditions, such as coupler offsets or other system deformations that can affect the worst exposure. In addition, as long as the EMF safety management principles and requirements are met in each configuration and condition, the boundaries of zone 1 can be redefined according to the system or vehicle configuration or operating conditions.

FIG. 4 is a table showing EMF exposure standards of a general reference level, and FIG. 5 is a table showing a basic restriction level.

The electric fields, magnetic fields and contact currents of the management areas 2a, 2b and 3 illustrated in FIGS. 2 and 3 are required to comply with the general public EMF exposure guidelines mentioned in ICNIRP 2010.

The table in Figure 4 shows a typical aerial reference level for EMF emissions in the standard operating frequency range 81.38 to 90 kHz bands.

 If the reference levels listed in the table shown in FIG. 4 are adhered to, the basic regulatory level of the guidelines listed in the table of FIG. 5 can be satisfied. Due to the possibility of low frequency modulation of the field or contact current, the EMF evaluation should use peak detection. Compliance with peak exposure limits may mean further assuring compliance with the RMS exposure limits.

FIG. 6 shows a table for explaining the magnetic field limiting values of the pacemaker / IMD according to the areas inside and outside the vehicle.

Typically, a pacemaker and an implantable neurostimulator, etc., can be expected to be designed to operate below the 21.2 μT peak in the 81.83 to 90 kHz field. Therefore, in the region 3 and the region 2b described with reference to FIGS. 2 and 3, the magnetic field (MF) preferably has a Root Mean Square (RMS) of less than 15 μT or 11.9 A / m in the frequency range of 81.83 to 90 kHz, Is required to be less than 21.2 mu T or less than 16.9 A / m.

The magnetic field in region 2a is preferably less than 29.4 μT or 23.4 A / m based on RMS for 85 kHz, preferably less than 27.8 μT or 22.1 A / m for 90 kHz. The peak value is also required to be less than 41.6 μT or 33.1 A / m at 85 kHz and 39.3 μT or 31.3 A / m at 90 kHz.

7 is a conceptual diagram of a wireless charging control system according to an embodiment of the present invention.

7, the wireless charging control system may include a vehicle 100 and a charging device 200, and the vehicle 100 may be connected to a smart key 300 and an IMD 400). The wireless charging control system according to an embodiment of the present invention can variably control the amount of power transmission depending on the presence of a passenger and the use of IMD.

The vehicle 100 can determine the presence of an in-vehicle driver through an Occupant classification system (OCS), a smart key 300, and the like.

The vehicle 100 and the smart key 300 perform bidirectional communication using the LF and RF communication methods. For example, the RF communication method uses a frequency of 433.92 Mhz, and the LF communication method uses a frequency of, for example, 125 kHz and 134.2 kHz.

Here, the smart key system uses a passive entry function for opening / closing the door (door lock / unlock) or the trunk of a driver holding a smart key using LF / RF (Low Frequency / Radio Frequency) communication, (Passive Engine Starter) function.

An implantable medical device (IMD) 400 can periodically communicate with an external diagnostic device using a connected communication device. The wireless communication frequency band used for communication between the IMD and the external diagnostic device may be the same or some overlap with the RF communication band used for communication between the vehicle and the smart key. Therefore, the RF receiver of the vehicle 100 can receive and process both the RF signal transmitted by the smart key 300 and the RF signal transmitted by the IMD 400. [ The vehicle can determine the presence of the IMD and the smart key (or Fob) through the RF receiver.

Meanwhile, the vehicle 100 can determine whether or not the transmission pad exists by using the LF signal exchanged between the transmission / reception pads and the vehicle and the ground assembly 200.

Fig. 8 is a diagram comparing the frequency spectrum of the IMD frequency and the vehicle RF signal.

Referring to FIG. 8, the frequency used in the medical device may have a frequency spectrum of 300 MHz to 1 GHz. The 402 MHz to 405 MHz frequency bands may be used for medical implant communica- tions and low-power active medical implants and accessories. In addition, the frequency band of 434.79 MHz to 433.05 MHz may be used for general telemetry and telecommand, which are low power of the license-exempt band.

On the other hand, the frequency spectrum of the vehicle RF signal is 433.92 ± 0.04 MHz, which is within the range of the frequency band used for the telemetry and telecommand of the medical device.

As such, since the frequency band of the RF telemetry used to communicate with the external diagnostic device overlaps with the frequency spectrum of the vehicle RF signal, the RF receiver of the vehicle according to the present invention is able to receive all of the signals received from the IMD and the smart key And receive and process it.

9 is a conceptual diagram of an IMD monitoring system.

BACKGROUND OF THE INVENTION [0002] Implantable medical devices (IMDs) are human implantable medical devices that have a small computing platform in a programmable form that operates on a small battery, and can monitor a patient's condition or perform medical therapy.

BACKGROUND OF THE INVENTION Implantable medical devices include deep brain neurostimulators, gastric stimulators, foot drop implants, cochlear implants, cardiac defibrillators, A cardiovascular implantable electronic device (CIED), insulin pumps.

The CIED may include a pacemaker, an implantable cardioverter-defibrillator (ICD), a cardiac resynchronization therapy device (CRT), an implantable loop recorder (ILR), and an implantable cardiovascular monitor (ICM) , But are not limited to the listed devices.

9, the implantable medical device 400 may store its own information, disease and treatment information for the patient and the patient, information related to the intervening medical center, history of the patient's condition, treatment history, and the like .

At least a portion of the information stored by the implantable medical device is transmitted to a central database located at a medical center or the like via a remote transmitter. At this time, communication using RF telemetry can be performed between the implantable medical device and the remote transmission device. The apparatus for controlling a charge of a vehicle or a vehicle according to the present invention can detect the presence of an IMD by receiving an RF signal generated and transmitted periodically by an implantable medical device.

The data transferred to the central database is provided to the medical staff, and the medical staff can perform the prescribing change and the treatment action for the patient, if necessary, through the analysis of the transmitted data.

10 shows an example of at least one charging power control for each charging mode according to an embodiment of the present invention.

According to the present invention, the wireless charging can be performed according to the maximum charging mode and the protection charging mode set according to the presence or absence of at least one of the smart key and the IMD. Here, the protected charging mode may be further divided into two detailed modes, for example. In summary, the charging mode according to the present invention can be summarized into the following three modes.

- First Protection Charging Mode: When there is an occupant, a mode for performing power transmission within a range that does not deviate from the EMF regulation of general standard level

- Second Protective Charging Mode: When IMD signal is detected, the mode to perform power transmission within the scope of IMD regulation

- Maximum charging mode: When the driver is not boarding, the mode that transmits the maximum allowable power of the car or charger

In addition, the charging control method of the present invention stops charging when foreign matter exists in a high-risk area such as a pad top part.

The graph shown in Fig. 10 shows an example of a charging power changing flow according to the present invention in accordance with an event that occurs over time.

In the embodiment of FIG. 10, it is assumed that a driver (including another passenger on board another passenger) is boarding the driver's seat at the start of charging. When there is a passenger from the start of charging, the charging is performed in consideration of the first protection charging mode, that is, the transmission power regulation value harmless to the human body in general. In the embodiment of FIG. 10, the charging power in the first protection charging mode is 6 kW.

Thereafter, when all the passengers get off and there is no driver or passenger aboard the vehicle, the charging mode can be changed to the maximum charging mode and wireless charging can be performed with an output power of 20 kW.

If a foreign object is detected in the high risk area during charging, the charging is stopped and the charging is stopped. Even if a foreign object is detected, if the foreign object is not detected in the high risk area, the existing charging mode can be maintained and the wireless charging can be performed.

When the passenger who uses or wears the IMD is detected during the charging, the charging mode is charged in the second protection charging mode, i.e., the charging mode according to the transmission power regulation value harmless to the IMD / pacemaker. In the embodiment of FIG. 10, the charging power in the second protection charging mode is 3 kW.

The present invention applies different charging modes in consideration of whether or not a passenger is boarded, whether or not the IMD user is present in a vehicle, and the like. In this way, compared with the existing charging technique of performing wireless charging at a constant charging power, (State Of Charge) state, so that the charging time can be reduced.

As such, the vehicle according to the present invention can determine the driver's state through the LF signal, the RF signal, and the seat sensor signal, and select one of the charging modes to proceed with wireless charging. Here, the driver's condition may include whether or not the vehicle is occupied and whether the IMD is worn.

11 is an operational flowchart of a charge control method according to an embodiment of the present invention.

The charge control method shown in Fig. 11 can be performed by at least one of the charging device and the vehicle.

In order to charge, alignment between the receiving pad of the vehicle and the transmitting pad of the charging device may be preceded (S1101). If the charging start command by the user is inputted after the transmission / reception pads are aligned (S1102), the vehicle senses the IMD signal and determines whether there is a passenger using the implantable medical device in the vehicle (S1103). When the vehicle senses the IMD signal, charging is performed in the second protection charging mode (S1120). The second protection charging mode is a charging mode that takes into consideration the transmission power regulation value harmless to the IMD (e.g., pacemaker). The charging power in the second protection charging mode may be, for example, 3 kW.

On the other hand, if there is no occupant using the IMD in the vehicle (NO in S1103), first the charging is performed in the first protection charging mode (S1110). The first protection charging mode is a charging mode in consideration of a transmission power regulation value which is generally harmless to the human body. The charging power in the first protection charging mode may be, for example, 6 kW.

In the first protection charging mode, if the RF signal received from the smart key is detected during charging or if the seat sensor signal is not sensed (NO in S1111), the charging is performed in the maximum charging mode (S1130). The maximum charging mode is a mode in which charging is performed at the maximum transmission power of the vehicle or the charger. The charging power in the maximum charging mode may be, for example, 20 kW.

When the charging is performed in the first protection charging mode, the second protection charging mode, or the maximum charging mode and the charging target SOC is different (YES in S1131), or when the charging stop command is inputted by the user, the charging is stopped S1140).

If the foreign object is detected in the high risk area even during the charging in the first protection charging mode, the second protection charging mode, or the maximum charging mode (S1112), the charging is stopped (S1140). Detection of foreign matter that may affect wireless charging between the transmitting pad and the receiving pad may be performed by the vehicle or the charging device.

The operation sequence of the charging method shown in FIG. 11 is merely an example, and the steps of sensing the IMD signal, sensing the RF signal or the sheet sensor signal of the smart key, detecting foreign matter in the high risk area, May be performed at the same time, and the subsequent procedures thereof may also be changed in the order.

Further, detection of the IMD signal, the RF signal of the smart key, or the detection of the seat sensor signal may be performed by the vehicle and notified to the charging device. The subject of charging mode determination and charge control according to the charge mode may be a vehicle or a charging device that has received relevant information from the vehicle.

On the other hand, when the charge control method shown in Fig. 11 is performed by an electric car, this charge control method includes: detecting the presence of an occupant of the electric vehicle; Detecting the presence of an implantable medical device (IMD) in an electric vehicle; Determining a charging mode based on the presence or absence of a passenger and the presence or absence of an implantable medical device; And transmitting information on the determined charging mode to the charging device.

12 is a block diagram of an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 12, an electric vehicle 100 according to the present invention may include at least one processor 110 and a memory 120. The electric vehicle 100 may also include communication modules 130 and 140, an OCS 150 and a vehicle assembly 160.

The communication module may include a LF communication module 130 and an RF communication module 140 as a module for performing communication with a charging device, a smart key, and an implantable medical device. The LF communication module 130 includes an LF antenna, and transmits the LF signal to the smart key and the LF signal with the charging device. The RF communication module 140 includes an RF antenna and can receive and process RF signals from the smart key and the implantable medical device.

The Occupant classification system (OCS) 150 is a seat sensor, for example, which can be mounted on a driver's seat to sense the weight applied to the seat. The vehicle can determine whether there is an occupant seated on the seat through a signal from the seat sensor.

Vehicle assembly (VA) 160 is an in-vehicle charging module, including a receiving pad associated with a transmitting pad of a charging device, to receive power output via a transmitting pad.

The memory 120, on the other hand, stores instructions for directing the at least one processor to perform at least one command, the at least one command being indicative of a presence of a passenger based on a signal input via the communication module or the seat sensor To detect the presence or absence of a fault; Instructions for detecting the presence of an implantable medical device (IMD) in an electric vehicle based on a signal input via the communication module; Determine a charging mode based on the presence of the occupant and the presence or absence of the implantable medical device; And instructions for the communication module to transmit information on the determined charging mode to the charging device.

The at least one command may further comprise instructions to stop charging immediately upon detection of a foreign object in the high risk area around the transmission pad and the receiving pad.

The charging mode may include a protection charging mode for a passenger in the electric car and a maximum charging mode for a case where the occupant in the electric car is not present.

The protection charging mode may include a first protection charging mode in which charging is performed in accordance with EMF (electromagnetic safety) regulation values of a general reference level when there is a tower capitalization; And a second protected charging mode for performing charging according to the IMD regulation when an IMD signal is sensed.

The EMF regulated value and the IMD regulated value may be set according to the SAE J2954 standard.

Meanwhile, the processor 110 and the memory 120 may constitute a charge control device for controlling charging of an electric vehicle. At this time, an apparatus for controlling charging of an electric vehicle supplied with electric power from a charging apparatus includes: at least one processor; And a memory for storing instructions for instructing the at least one processor to perform at least one command, wherein the at least one command is based on a signal received from the seat sensor in the electric car or an RF signal received from the smart key, Thereby detecting the presence of an occupant in the electric car; Instructions for detecting the presence of an implantable medical device (IMD) in an electric vehicle; An instruction to determine a charging mode according to the presence of a passenger and the presence or absence of an implantable medical device; And to send information about the determined charging mode to the charging device.

13 shows a frame structure of an LF communication applied to the present invention.

As described above, the LF communication module of the vehicle and the LF communication module of the charging device communicate with each other using the LF communication method. In addition, as shown in FIG. 7, the LF (Low Frequency) communication method can be utilized for bidirectional communication between the vehicle and the smart key together with the RF communication method.

Specifically, the LF communication system uses a transmission frequency band of 125 KHz ± 0.5 KHz. LF communication uses PWM (Pulse Width Modulation) and ASK (Amplitude Shift Keying) as a modulation method, and can have the frame structure shown in FIG. One frame may have a length of 50 to 200 ms, and the length of each field may vary depending on the application or function of the LF antenna.

Fig. 14 shows a frame structure of RF communication applied to the present invention.

As shown in FIG. 7, the RF (Radio Frequency) communication method can be utilized for the two-way communication between the vehicle and the smart key together with the LF communication. The RF (Radio Frequency) communication method is also a communication method used when the IMD transmits a signal to an external device. Thus, the RF communication module of the vehicle can receive and process both the smart key and the signal transmitted by the IMD.

Specifically, the RF system can use a transmission frequency band of 433.92 MHz ± 0.04 MHz. RF communication uses frequency shift keying (FSK) as a modulation scheme, and can have the frame structure shown in FIG. One frame may have a total length of 437.6 ms ± 10%, and the length of each field may vary depending on the use purpose or function of the RF antenna.

FIG. 15 is a diagram showing a timing cycle of a pacemaker applicable to the present invention. FIG.

Referring to FIG. 15, the pacemaker, which is an example of the IMD considered in the present invention, may have a basic interval, a basic rate, and a ventricular refractory period (VRP) as related time elements.

The default interval represents the interval between two ventricular pulses or two sensed ventricular events and may be determined by the base rate. That is, the relationship of the basic interval = 60.000 / rate can be established. The ventricular refractory period (VRP) may be from 200 ms to 250 ms, with the period of sending a new beating signal immediately after the ventricular beating.

For example, when the vehicle according to the present invention detects a signal of the type shown in FIG. 15 from a signal received through the RF communication module, it can be determined that the signal is generated from the pacemaker and transmitted.

16 is a block diagram of a charging apparatus according to an embodiment of the present invention.

Referring to FIG. 16, a charging apparatus 200 according to the present invention includes at least one processor 210; And a memory (220) for storing instructions that direct the at least one processor to perform at least one instruction.

The charging apparatus 200 may further include a foreign matter detection module (FOD) 230, a ground assembly 240, and a communication module 250 that communicates with an electric vehicle using an LF (Low Frequency) communication method.

The ground assembly 240 is a power transmission module that includes a transmission pad interlocked with a reception pad of an electric car, and supplies electric power to an electric car through a transmission pad.

The foreign matter detection module 230 can detect foreign substances around the transmission pad and the reception pad.

The at least one instruction executed by the instructions stored in the memory 220 may be stored in the memory 220 in accordance with the charging mode determined according to at least one of the presence of the occupant in the electric car and the presence or absence of the implantable medical device in the electric car, For example.

The operation of the method according to an embodiment of the present invention can be implemented as a computer-readable program or code on a computer-readable recording medium. A computer-readable recording medium includes all kinds of recording apparatuses in which data that can be read by a computer system is stored. The computer-readable recording medium may also be distributed and distributed in a networked computer system so that a computer-readable program or code can be stored and executed in a distributed manner.

Also, the computer-readable recording medium may include a hardware device specially configured to store and execute program instructions, such as a ROM, a RAM, a flash memory, and the like. Program instructions may include machine language code such as those produced by a compiler, as well as high-level language code that may be executed by a computer using an interpreter or the like.

While some aspects of the invention have been described in the context of an apparatus, it may also represent a description according to a corresponding method, wherein the block or apparatus corresponds to a feature of the method step or method step. Similarly, aspects described in the context of a method may also be represented by features of the corresponding block or item or corresponding device. Some or all of the method steps may be performed (e.g., by a microprocessor, a programmable computer or a hardware device such as an electronic circuit). In some embodiments, one or more of the most important method steps may be performed by such an apparatus.

In embodiments, a programmable logic device (e.g., a field programmable gate array) may be used to perform some or all of the functions of the methods described herein. In embodiments, the field programmable gate array may operate in conjunction with a microprocessor to perform one of the methods described herein. Generally, the methods are preferably performed by some hardware device.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined in the appended claims. It can be understood that it is possible.

100: electric vehicle 110: processor
120: memory 130: LF communication module
140: RF communication module 150: sheet sensor
160: vehicle assembly 200: charging device
210: processor 220: memory
230: foreign matter detecting module 240: ground assembly
250: LF communication module 300: Smart key (Fob)
400: Implantable medical device (IMD)

Claims (20)

A charge control method performed by an electric vehicle supplied with electric power from a charging device,
Detecting the presence of the occupant;
Detecting the presence of an implantable medical device (IMD) in an electric vehicle;
Determining a charging mode according to the presence or absence of the occupant and the presence or absence of the implantable medical device; And
And transmitting information on the determined charging mode to the charging device. The method according to claim 1,
In the charging mode,
And a maximum charge mode when the passenger in the electric car is not present. The method of claim 2,
The protection charging mode may include:
A first protection charging mode in which charging is performed in accordance with an electromagnetic safety (EMF) regulation value of a general reference level when there is a capital increase; And
And a second protected charging mode for performing charging in accordance with an IMD regulation when an IMD signal is sensed. The method of claim 3,
Wherein the electromagnetic field safety regulation value and the IMD regulation value are set in accordance with SAE J2954 standard. The method according to claim 1,
Wherein detecting the presence of the occupant comprises:
Receiving a RF signal transmitted from the smart key or a signal from the seat sensor. The method according to claim 1,
Detecting foreign matter in a high risk area; And
Further comprising the step of stopping charging immediately after the foreign matter is detected in said high risk area. A sheet sensor;
A communication module for performing communication with a charging device, a smart key, and an implantable medical device;
A charging module including a reception pad interlocked with a transmission pad of the charging device, the charging module receiving power output through the transmission pad;
At least one processor; And
The memory storing instructions for instructing the at least one processor to perform at least one instruction,
Wherein the at least one instruction comprises:
A command for detecting the presence of a passenger based on a signal input through the communication module or the seat sensor;
Instructions for detecting the presence of an implantable medical device (IMD) in an electric car based on a signal input via the communication module;
Determine a charging mode based on the presence of the occupant and the presence or absence of the implantable medical device; And
And to cause the communication module to transmit information on the determined charging mode to the charging device. The method of claim 7,
In the charging mode,
And a maximum charge mode for the case where the passenger in the electric car does not exist. The method of claim 8,
The protection charging mode may include:
A first protection charging mode in which charging is performed in accordance with an electromagnetic safety (EMF) regulation value of a general reference level when there is a capital increase; And
And a second protected charging mode for performing charging in accordance with an IMD regulation when an IMD signal is detected. The method of claim 9,
Wherein the electromagnetic field safety regulation value and the IMD regulation value are set in accordance with SAE J2954 standard. The method of claim 7,
Wherein the at least one instruction comprises:
Further comprising the step of stopping charging immediately as foreign matter is detected in the high risk areas around the transmission pad and the reception pad. The method of claim 7,
The communication module includes:
A radio frequency (RF) communication module for receiving and processing an RF signal from a smart key and an implantable medical device; And
And an LF (Low Frequency) communication module that transmits an LF signal to the smart key and transmits and receives an LF signal to and from the charging device. A communication module for communicating with an electric vehicle using an LF (Low Frequency) communication method;
A power transmission module including a transmission pad interlocked with a reception pad of the electric vehicle, for supplying electric power to the electric vehicle through the transmission pad;
At least one processor; And
A memory that stores instructions that direct the at least one processor to perform at least one instruction,
Wherein the at least one instruction comprises:
And supplying electric power to the electric vehicle according to a charging mode determined according to at least one of the presence of the occupant in the electric car and the presence or absence of the implantable medical device in the electric car. 14. The method of claim 13,
In the charging mode,
And a maximum charge mode for the case where the passenger in the electric car does not exist. 15. The method of claim 14,
The protection charging mode may include:
A first protection charging mode in which charging is performed in accordance with an electromagnetic safety regulation value of a general reference level when there is a capital increase; And
And a second protected charging mode for performing charging according to an IMD regulation when an IMD signal is sensed. 16. The method of claim 15,
Wherein the electromagnetic field safety regulation value and the IMD regulation value are set according to SAE J2954 standard. 14. The method of claim 13,
Wherein the at least one instruction comprises:
Further comprising the step of promptly stopping charging when a foreign object located in a high risk area around the transmission pad and the reception pad is detected. An apparatus for controlling charging of an electric vehicle supplied with electric power from a charging device,
At least one processor; And
And a memory for storing instructions for directing the at least one processor to perform at least one instruction,
Wherein the at least one instruction comprises:
Detecting the presence of an occupant in the electric vehicle based on a signal received from the seat sensor in the electric car or an RF signal received from the smart key;
Instructions for detecting the presence of an implantable medical device (IMD) in the electric vehicle;
Determine a charging mode based on the presence of the occupant and the presence or absence of the implantable medical device; And
And transmit information on the determined charging mode to the charging device. 19. The method of claim 18,
In the charging mode,
And a maximum charge mode for the case where the passenger in the electric car does not exist. The method of claim 19,
The protection charging mode may include:
A first protection charging mode in which charging is performed in accordance with an electromagnetic safety (EMF) regulation value of a general reference level when there is a capital increase; And
And a second protected charging mode for performing charging in accordance with an IMD regulation when an IMD signal is sensed.

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