Apparatus and method for controlling an on-board charger for an electric vehicle

Abstract

The present invention relates to an apparatus and method for controlling an on-board charger for an electric vehicle. An on-board charger and a control method thereof are provided. The on-board charger includes a control pilot (CP) reception module that detects a CP signal, a proximity detection (PD) reception module that detects a PD signal, and a processor configured to repeatedly execute a low power operation mode and a low power stop mode for a predetermined period of time in a standby state for a reservation charge and a completion state of the reservation charge, the low power operation mode supplies a voltage to the CP reception module and the PD reception module, and the low power stop mode blocks the supply of the voltage to the CP reception module and the PD reception module.

Description

[0001] Cross-references to related applications

[0002] This application claims priority and benefit to Korean Patent Application No. 10-2020-0187082, filed on December 30, 2020, with the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to an apparatus and method for controlling an on-board charger for an electric vehicle, and more specifically, to an apparatus and method for controlling an on-board charger for an electric vehicle that minimizes current consumption of the on-board charger when the charging socket and the charging connector of the electric vehicle are securely connected and the electric vehicle is in a state of starting off. Background Technology

[0004] Recently, global environmental pollution has become increasingly prominent, making the use of clean energy increasingly important. Specifically, air pollution in cities is becoming more and more serious, and vehicle emissions are one of the main causes of air pollution. In this context, research has recently been actively conducted to commercialize electric vehicles (such as hybrid vehicles, electric vehicles, or fuel cell vehicles) that use electricity (i.e., clean energy) as a power source.

[0005] Electric vehicles are powered by an external source, which then charges the battery. The battery's charging voltage is used to generate power as mechanical energy through a motor connected to the wheels. In other words, since electric vehicles must use the battery's charging voltage to drive the motor, high-capacity rechargeable batteries are used, and a battery charging device is provided for charging these high-capacity rechargeable batteries.

[0006] Battery charging methods can be divided into fast charging via a separate charger and slow charging via a charger installed inside the vehicle. Fast charging refers to a short-term charge of the battery while the vehicle is temporarily parked, while slow charging refers to a longer charge until the battery is fully charged after the vehicle has been driven. For slow charging, the on-board charger (OBC) is connected to the slow charging port and switches the alternating current (AC) power to direct current (DC) power to charge the battery.

[0007] Power is supplied to the onboard charger via the Electric Vehicle Supply Equipment (EVSE). When charging an electric vehicle via the EVSE, scheduled charging can be performed to charge the vehicle at a time desired by the user. Scheduled charging is primarily used to charge electric vehicles during late-night hours when electricity rates are low. Typically, scheduled charging includes EVSE scheduled charging set by the EVSE 100 and vehicle scheduled charging set by the vehicle itself.

[0008] When EVSE performs a scheduled charging, the control pilot (CP) signal remains at DC 9V during the standby period. When the user-set charging time is reached, EVSE switches the CP signal to 9V pulse width modulation (PWM) and begins charging the onboard charger after preparation. Alternatively, when EVSE performs a scheduled charging, it remains powered on. When the user-set charging time is reached, EVSE switches the CP signal to 9V pulse width modulation (PWM) and begins charging the onboard charger after preparation.

[0009] As described above, since the CP signal is input from the EVSE to the on-board charger during the standby time used for scheduled charging, the on-board charger must continuously detect the CP signal during the standby time. For this reason, power is continuously applied to the on-board charger, consuming electricity, and this can lead to extreme battery discharge in the electric vehicle.

[0010] The information disclosed in this section is intended only to enhance the understanding of the background technology of the present invention and does not constitute prior art known to those skilled in the art in this country. Summary of the Invention

[0011] This invention aims to provide an on-board charger for electric vehicles and a control method thereof, which can minimize the power consumption of the on-board charger during standby time for scheduled charging.

[0012] An embodiment of the present invention provides an on-board charger for electric vehicles, which may include a control pilot (CP) receiving module, a proximity detection (PD) receiving module, and a processor. The control pilot (CP) receiving module is configured to detect a CP signal; the proximity detection (PD) receiving module is configured to detect a PD signal; the processor is configured to repeatedly execute a low-power operation mode and a low-power stop mode for a predetermined time period in a standby state for scheduled charging and in a completed scheduled charging state. The low-power operation mode supplies voltage to the CP receiving module and the PD receiving module, and the low-power stop mode blocks the supply of voltage to the CP receiving module and the PD receiving module.

[0013] The execution time of the low-power operation mode can be set to be shorter than the execution time of the low-power stop mode. The execution time of the longest-running task among multiple tasks executed in low-power operation mode can be set to the execution time of the low-power operation mode. The execution time of the low-power stop mode can be set to be shorter than the anomaly check time required to send a response signal corresponding to the check signal sent from the external controller.

[0014] The processor can be configured to determine that scheduled charging is in standby mode when the PD signal has a predetermined voltage and the CP signal switches from a first predetermined voltage to a second predetermined voltage. The processor can also be configured to determine that scheduled charging is complete when the PD signal has a predetermined voltage and the CP signal switches from a third predetermined voltage to a second predetermined voltage.

[0015] In another embodiment of the present invention, an on-board charger for an electric vehicle may include a power module, a first switch, a second switch, a control pilot (CP) receiver module, a proximity detection (PD) receiver module, and a processor. The first switch selectively blocks the voltage supplied from the power module to a peripheral module including a communication module; the second switch selectively blocks the voltage supplied to the control pilot (CP) receiver module and the proximity detection (PD) receiver module, the control pilot (CP) receiver module being configured to detect a CP signal, and the proximity detection (PD) receiver module detecting a PD signal; the processor is configured to repeatedly execute a low-power operation mode and a low-power stop mode for a predetermined time period via the first and second switches in a standby state for scheduled charging and a completed scheduled charging state. In the low-power operation mode, the processor may be configured to turn off the first switch to block the voltage supplied to the peripheral module and turn on the second switch to supply voltage to the CP receiver module and the PD receiver module to activate them. In the low-power stop mode, the processor may be configured to turn off the first switch to block the voltage supplied to the peripheral module and turn off the second switch to block the voltage supplied to the CP receiver module and the PD receiver module.

[0016] The execution period of the low-power operation mode can be set to be shorter than the execution period of the low-power stop mode. The execution time of the task that takes the longest time among multiple tasks executed in the low-power operation mode can be set as the execution period of the low-power operation mode. The processor can be configured to determine that the scheduled charging is in standby mode when the PD signal has a predetermined voltage and the CP signal switches from a first predetermined voltage to a second predetermined voltage. The processor can be configured to determine that the scheduled charging is complete when the PD signal has a predetermined voltage and the CP signal switches from a third predetermined voltage to a second predetermined voltage.

[0017] Another embodiment of the present invention provides a control method for an on-board charger for an electric vehicle, which may include: a processor determining whether it is in a standby state for scheduled charging and a scheduled charging completion state via a proximity detection (PD) signal and a control pilot (CP) signal; in the standby state for scheduled charging and the scheduled charging completion state, the processor repeatedly executes a low-power operation mode and a low-power stop mode for a predetermined time period. In the low-power operation mode, the voltage supplied from the power module to the peripheral modules can be blocked, and voltage can be supplied from the power module to the CP receiving module and the PD receiving module, the CP receiving module being configured to detect the CP signal and the PD receiving module being configured to detect the PD signal. In the low-power stop mode, the voltage supplied from the power module to the peripheral modules can be blocked, and the voltage supplied from the power module to the CP receiving module and the PD receiving module can be blocked.

[0018] The execution period of the low-power operation mode can be set to be shorter than the execution period of the low-power stop mode. The execution time of the task that takes the longest time among multiple tasks executed in the low-power operation mode can be set as the execution period of the low-power operation mode. When the PD signal has a predetermined voltage and the CP signal switches from a first predetermined voltage to a second predetermined voltage, the scheduled charging is determined to be in standby mode. When the PD signal has a predetermined voltage and the CP signal switches from a third predetermined voltage to a second predetermined voltage, the scheduled charging is determined to be complete.

[0019] According to the vehicle charger and its control method according to the embodiment of the present invention as described above, since the vehicle charger periodically repeats the low power operation mode and the low power stop mode in the standby state for scheduled charging or in the state after scheduled charging is completed, the current consumption in the standby state for scheduled charging or in the state after scheduled charging is completed can be minimized.

[0020] Furthermore, by minimizing current consumption in standby mode for scheduled charging or in the state after scheduled charging is completed, battery discharge issues can be prevented in advance. Additionally, by implementing a low-power mode for the on-board charger without utilizing a separate auxiliary processor or auxiliary power supply, vehicle manufacturing costs can be reduced, and the components and size of the on-board charger can be minimized. Attached Figure Description

[0021] These accompanying drawings are for reference only when describing embodiments of the invention; therefore, the technical concept of the invention should not be limited to the accompanying drawings.

[0022] Figure 1 A schematic diagram illustrating the connection relationship between an electric vehicle and an external power supply device according to an embodiment of the present invention is shown.

[0023] Figure 2 A block diagram illustrating the connection relationship between an electric vehicle and an external power supply device according to an embodiment of the present invention is shown.

[0024] Figure 3 A block diagram of an on-board charger according to an embodiment of the present invention is shown.

[0025] Figure 4 A graph of the CP signal according to an embodiment of the present invention is shown.

[0026] Figure 5 A flowchart of a control method for an on-board charger for an electric vehicle according to an embodiment of the present invention is shown.

[0027] Figure 6 A graph showing the current consumption in a low-power mode according to an embodiment of the present invention is presented.

[0028] Figure label description

[0029] 100: External power supply equipment

[0030] 101: Charging connector

[0031] 200: Car charger

[0032] 201: Entrance

[0033] 210: Power Module

[0034] 220: Processor

[0035] 230: First Switch

[0036] 240: Peripheral Module

[0037] 250: Second switch

[0038] 260: CP receiver module

[0039] 270: PD receiver module

[0040] 300: External Controller

[0041] 310: BMS

[0042] 320: MCU

[0043] 330: VCU

[0044] 400: Battery. Detailed Implementation

[0045] The invention will now be described more fully with reference to the accompanying drawings, in which embodiments of the invention are illustrated. Those skilled in the art will recognize that various modifications can be made to the described embodiments without departing from the spirit or scope of the invention. For clarity of description, parts not relevant to the description will be omitted, and throughout the specification, identical or similar constituent elements are indicated by the same reference numerals.

[0046] Furthermore, since the dimensions and thicknesses of each structure shown in the drawings are arbitrarily shown for ease of description, the invention is not necessarily limited to the structures shown in the drawings, and the enlarged thicknesses are shown to clearly illustrate several parts and areas.

[0047] It should be understood that the term "vehicle" or "of a vehicle" or other similar terms as used herein generally include motor vehicles, such as passenger vehicles including sport utility vehicles (SUVs), buses, trucks, and various commercial vehicles, vessels including various boats and ships, aircraft, etc., and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., vehicles derived from non-petroleum fuels). As mentioned herein, a hybrid vehicle is a vehicle with two or more power sources, such as both gasoline power and electric power.

[0048] While the exemplary embodiments are described as using multiple units to perform the exemplary process, it should be understood that the exemplary process may also be performed by one or more modules. Furthermore, it should be understood that the term controller / control unit refers to a hardware device including a memory and a processor, specifically programmed to perform the processes described herein. The memory is configured to store modules, and the processor is specifically configured to execute said modules to perform one or more processes described further below.

[0049] Furthermore, the control logic of the present invention can be implemented as a non-volatile computer-readable medium on a computer-readable medium, which contains executable program instructions that are executed by a processor, controller / control unit, etc. Examples of computer-readable media include, but are not limited to, ROM, RAM, optical disc (CD)-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer-readable recording medium can also be distributed across a network-connected computer system, such that the computer-readable medium is stored and executed in a distributed manner, for example, via a telematics server or a controller area network (CAN).

[0050] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of the stated features, values, steps, operations, elements, and / or components, but do not exclude the presence or inclusion of one or more other features, values, steps, operations, elements, components, and / or groups thereof. As used herein, the term “and / or” includes any and all combinations of one or more of the associated enumerations.

[0051] Unless otherwise stated or obvious from the context, as used herein, the term "approximately" is understood to mean within the normal tolerance range in the field, such as within the standard deviation of two means. "Approximately" can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the specified value. Unless the context clearly indicates otherwise, all numerical values ​​provided herein are modified by the term "approximately".

[0052] In the following, an on-board charger for electric vehicles according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. Figure 1 A schematic diagram illustrating the connection relationship between an electric vehicle and an external power supply device according to an embodiment of the present invention is shown. Figure 2 A block diagram illustrating the connection relationship between an electric vehicle and an external power supply device according to an embodiment of the present invention is shown. Figure 3 A block diagram of an on-board charger according to an embodiment of the present invention is shown.

[0053] like Figure 1 and Figure 2As shown, an electric vehicle equipped with an on-board charger 200 according to an embodiment of the present invention receives voltage from an external power supply device 100 and charges the high-voltage battery 400 of the electric vehicle. The external power supply device 100 may be an Electric Vehicle Supply Equipment (EVSE) installed in a residence or at an external charging station. The on-board charger 200 is mounted on the electric vehicle and receives voltage from the external power supply device 100 to charge the high-voltage battery 400 located in the vehicle.

[0054] When the charging connector 101 of the external power supply device 100 is engaged and connected to the inlet 201 of the electric vehicle, a voltage line providing voltage, a CP line transmitting a control pilot (CP) signal, and a PD line transmitting a proximity detection (PD) signal are connected between the external power supply device 100 and the on-board charger 200. The CP signal can be sent from the external power supply device 100 to the on-board charger 200 based on the state of the electric vehicle. The CP signal has different values ​​based on the states of the external power supply device 100 and the electric vehicle. Specifically, the states of the external power supply device 100 and the vehicle can be classified into five states: A, B1, B2, C, and E.

[0055] State A indicates that the charging connector 101 is not engaged with the inlet 201. In this case, the voltage of the CP signal sent from the external power supply device 100 is DC 12V. However, from the perspective of the electric vehicle, since the charging connector 101 is not engaged with the inlet 201, the CP signal input to the on-board charger 200 is 0V.

[0056] The B1 state indicates that the charging connector 101 is engaged with the inlet 201, but the external power supply device 100 is in a ready state without supplying voltage. Specifically, the voltage of the CP signal is DC 9V.

[0057] State B2 indicates that the external power supply device 100 is ready to supply voltage while the charging connector 101 is engaged with the inlet 201. Specifically, the external power supply device 100 outputs a 9V pulse width modulation (PWM) CP signal. Accordingly, the vehicle's on-board charger 200 can detect that the external power supply device 100 is ready to charge.

[0058] The C state indicates that the on-board charger 200 has started charging the high-voltage battery 400. In this state, the CP signal has a 6V PWM signal.

[0059] State E indicates that the external power supply device 100 does not generate a CP signal, or that it generates a CP signal but does not send it to the on-board charger 200.

[0060] Table 1 summarizes the CP signals based on the status of the external power supply device 100 and the vehicle.

[0061] Table 1

[0062] state EVSE vehicle Remark State A 12.0V 0V DC B1 status 9.0 9.0 DC B2 status 9.0 9.0 PWM C state 6.0 6.0 PWM E state 0 0 DC

[0063] The PD signal provides information that can detect whether the charging connector 101 of the external power supply device 100 and the inlet 201 of the electric vehicle are engaged. The level of the PD signal changes according to the engagement state between the charging connector 101 and the inlet 201. For example, when the charging connector 101 and the inlet 201 are not engaged, the PD signal has a rated voltage of 4.46V. When the charging connector 101 and the inlet 201 are engaged and the latch is released, the PD signal has a rated voltage of 1.53V. When the charging connector 101 and the inlet 201 are engaged and the latch is engaged, the PD signal has a rated voltage of 2.7V.

[0064] The on-board charger 200 can be configured to determine the scheduled charging conditions and / or charging completion conditions from the external power supply device 100 based on the CP signal and PD signal, and to execute a low-power mode in the charging standby state and the charging completion state used for scheduled charging. Accordingly, refer to Figure 3 The vehicle charger 200 may include a power module 210, a first switch 230, a second switch 250, a CP receiver module 260, a PD receiver module 270, a communication module, and a processor 220.

[0065] The power module 210 can be configured to receive a constant voltage (B+) from the vehicle's battery 400 to supply a first voltage (Vcc) to the processor 220; supply a second voltage (VN) to the peripheral module 240 (which includes a communication module, a sensing module, and an inlet actuator control module) based on the on / off state of the first switch 230; and supply a third voltage (VL) to the CP receiving module 260 and the PD receiving module 270 based on the on / off state of the second switch 250. In other words, the first switch 230 can be configured to selectively block the voltage supplied from the power module 210 to the peripheral module 240, which includes the communication module, and the second switch 250 can be configured to selectively block the voltage supplied from the power module 210 to the CP receiving module 260 and the PD receiving module 270.

[0066] The communication module may include a vehicle area network (CAN) communication module for facilitating Car Area Network (CAN) communication between the on-board charger 200 and the external controller 300. The sensing module may include an inlet 201 temperature sensing module configured to sense the temperature of the inlet 201. Furthermore, the inlet 201 actuator control module may be configured to operate a locking device that locks the inlet 201 and the charging connector 101 to prevent disengagement of the inlet 201 and the charging connector 101 during engagement.

[0067] The CP receiver module 260 can be configured to detect the CP signal sent from the external power supply device 100 and send the received CP signal to the processor 220. Furthermore, the PD receiver module 270 can be configured to detect the engagement status of the connector of the external power supply device 100 and the vehicle's inlet 201, and the detected PD signal can be sent to the processor 220.

[0068] When voltage is supplied from battery 400 and power module 210 is turned on, a first voltage (Vcc) can be continuously supplied from power module 210 to processor 220. Processor 220 can be configured to determine the vehicle's standby state for scheduled charging or the completed state of scheduled charging based on CP and PD signals, and to execute a low-power mode in either the standby state or the completed state of scheduled charging. Accordingly, processor 220 can be configured as at least one processor 220 executed by a predetermined program, and this predetermined program is configured to execute various steps of the control method for an on-board charger 200 for an electric vehicle according to an embodiment of the present invention.

[0069] When the on-board charger 200 is operating normally, the first switch 230 is turned on by the activation signal (VN_enable) of the processor 220, and when the first switch 230 is turned on, the second voltage (VN) is supplied to the communication module, the sensing module, and the actuator control module of the inlet 201. When the on-board charger 200 operates in low-power mode, the second switch 250 is turned on by the activation signal (VL_enable) of the processor, and when the second switch 250 is turned on, the third voltage (VL) is supplied to the CP receiving module 260 and the PD receiving module 270. When a user performs scheduled charging, the on-board charger 200 can be configured to operate in low-power mode to minimize power consumption during the standby time used for scheduled charging.

[0070] The low-power mode may include a low-power operation mode and a low-power stop mode, and the processor 220 may be configured to periodically repeat the low-power operation mode and the low-power stop mode during the standby time for scheduled charging. In other words, in the specification of this invention, the mode of periodically repeating the low-power operation mode and the low-power stop mode is referred to as the low-power mode. The processor 220 may be configured to determine the scheduled charging state, the standby state for scheduled charging, and the scheduled charging completion state based on the CP signal and the PD signal. For example, when the PD signal has a predetermined voltage (e.g., 2.7V), the processor 220 may be configured to determine that the charging connector 101 and the inlet 201 are engaged.

[0071] Reference Figure 4 The processor 220 can be configured to determine that the scheduled charging is in standby mode when the CP signal switches from state A to state B1 and outputs DC 9V from the external power supply device 100. In other words, when the PD signal has a predetermined voltage and the CP signal switches from DC 0V to DC 9V and outputs DC 9V, the processor 220 can be configured to determine that the scheduled charging is in standby mode.

[0072] When the CP signal switches from state B1 to state B2 and the external power supply device 100 outputs PWM 9V, the processor 220 can be configured to determine that the external power supply device 100 is ready to supply voltage. Furthermore, when the on-board charger 200 is ready to receive voltage from the external power supply device 100, the processor 220 of the on-board charger 200 can be configured to send a response signal to the external power supply device 100, and in response, the external power supply device 100 can be configured to send a PWM 6V CP signal to switch from state B2 to state C. Accordingly, voltage is supplied from the external power supply device 100 to the vehicle to begin charging the vehicle's battery 400.

[0073] As described above, when the PD signal has a predetermined voltage and the CP signal switches from state A (0V, first predetermined voltage) to state B1 (DC 9V, second predetermined voltage), the processor 220 can be configured to determine that the scheduled charging is in a standby state. Furthermore, when the PD signal has a predetermined voltage and the CP signal remains in state B2 (PWM 9V), the processor 220 can be configured to determine that the standby state has terminated and enter a charging preparation state. Additionally, when the PD signal has a predetermined voltage and the CP signal remains in state C (PWM 6V), the processor 220 can be configured to determine that charging has started.

[0074] Furthermore, when the battery 400 is fully charged, the CP signal switches from state C (PWM 6V, third predetermined voltage) to state B1 (DC 9V, second predetermined voltage). This allows the processor 220 to be configured to determine the completion status of the scheduled charging. In other words, when the PD signal has a predetermined voltage, and the CP signal switches from PWM 6V to DC 9V and outputs DC 9V, the processor 220 can be configured to determine that the scheduled charging is complete.

[0075] In low-power operation mode, processor 220 can be configured to continuously detect the CP signal via CP receiving module 260 and the PD signal via PD receiving module 270. In other words, processor 220 can be configured to turn on the second switch 250 and supply a third voltage (VL) from power module 210 to CP receiving module 260 and PD receiving module 270 via the second switch 250 to activate them. In low-power operation mode, the processor of on-board charger 200 can be configured to perform a first task of detecting the CP signal, a second task of detecting the PD signal, a third task of detecting the IG3 signal indicating the start or stop status of the electric vehicle, and a fourth task of detecting a wake-up signal indicating the vehicle doors are locked or unlocked by the user.

[0076] Specifically, the time required for the first task of detecting the CP signal is the sum of the time it takes for the third voltage to be applied to the CP receiver module 260 and for the CP receiver module 260 to be activated, and the rise time of the CP signal; the time required for the second task of detecting the PD signal is the sum of the time it takes for the third voltage to be applied to the PD receiver module 270 and for the PD receiver module 270 to be activated, and the rise time of the PD signal; the time required for the third task of detecting the IG3 signal is the rise time of the IG3 signal; and the time required for the fourth task of detecting the wake-up signal is the rise time of the wake-up signal.

[0077] Specifically, the execution time of the task that takes the longest time among the first to fourth tasks can be set as the execution period of the low-power operation mode. In other words, the execution time of the task that takes the longest time among multiple tasks executed in low-power operation mode can be set as the execution period of the low-power operation mode.

[0078] When an IG3 signal or a wake-up signal is input in low-power operation mode, the processor 220 of the on-board charger 200 can be configured to execute a normal operation mode to check whether the conditions for charging the battery 400 are met through CAN communication with the external controller 300 involved in charging the battery 400. Specifically, the external controller 300 may include a Battery Management System (BMS) 310, a Motor Control Unit (MCU) 320, and a Vehicle Control Unit (VCU) 330. When the conditions for charging the battery 400 are met through communication with the external controller 300 in normal operation mode, the processor 220 can be configured to send a response signal to the external power supply device 100 and switch the external power supply device 100 to state C by sending a PWM 6V CP signal.

[0079] In low-power stop mode, all functions of processor 220 except for the clock (CLK) are disabled, and processor 220 does not detect CP and PD signals. In other words, processor 220 can be configured to turn off the second switch 250, so that the third voltage (VL) is not supplied from power module 210 to CP receiver module 260 and PD receiver module 270 through the second switch 250. In addition, the first switch 230 is also turned off, so that the second voltage (VN) is not supplied to communication module, sensing module, etc.

[0080] During low-power mode operation, processor 220 switches to normal operation mode upon input of the IG3 signal or a wake-up signal. Specifically, processor 220 can be configured to perform CAN communication with external controller 300. External controller 300 can be configured to send a check signal to check for abnormalities in on-board charger 200. If on-board charger 200 does not send a response signal within a predetermined time (e.g., 500ms), external controller 300 can be configured to determine that on-board charger 200 is abnormal. Specifically, the maximum time from when external controller 300 sends a check signal to on-board charger 200 to when on-board charger 200 sends a response signal to external controller 300 is called the abnormality check time.

[0081] However, during low-power stop mode operation, when an IG3 signal or wake-up signal is input, the first switch 230 is turned off in low-power stop mode, and the communication module is not activated, so the response signal cannot be sent to the external controller 300. In other words, when the execution period of low-power stop mode is longer than the fault check time, the on-board charger 200 cannot detect the IG3 signal or wake-up signal. Therefore, the execution period of low-power stop mode can be set to be shorter than the fault check time.

[0082] In the following, a control method for an on-board charger 200 for an electric vehicle according to an embodiment of the present invention, as described above, will be described in detail with reference to the accompanying drawings. Figure 5 A flowchart is shown of a control method for an on-board charger 200 for an electric vehicle according to an embodiment of the present invention.

[0083] like Figure 5 As shown, when power (Vcc) is supplied to the power module 210 of the on-board charger 200 according to an embodiment of the present invention, the processor 220 can be configured to determine whether the vehicle is in a standby state for scheduled charging or a scheduled charging completion state via PD signals and CP signals (S10). In response to determining that the vehicle is in a standby state for scheduled charging or a scheduled charging completion state, the processor 220 of the on-board charger 200 can be configured to execute a low-power mode (S20). In the low-power mode, the low-power operation mode and the low-power stop mode are repeatedly executed.

[0084] As described above, during low-power operation mode, the first switch 230 is turned off and the second switch 250 is turned on to detect the CP and PD signals, thereby supplying voltage (VL) to the CP receiving module 260 and the PD receiving module 270. Furthermore, during low-power stop mode, both the first switch 230 and the second switch 250 are turned off. Since voltage is supplied only to the processor 220, the CP receiving module 260, and the PD receiving module 270 in low-power operation mode, current consumption can be minimized compared to the prior art.

[0085] Furthermore, in the low power stop mode, most functions except for the clock of processor 220 are disabled, and the first switch 230 is turned off, blocking the voltage (VN) supplied to the peripheral module 240, including the communication module, and the second switch 250 is turned off, blocking the voltage (VL) supplied to the CP receiving module 260 and the PD receiving module 270. In other words, since the voltage supplied to most modules of the on-board charger 200 is blocked during the execution of the low power stop mode, it is desirable to set the execution period of the low power stop mode for as long as possible when the vehicle is in standby mode for scheduled charging or when scheduled charging is completed.

[0086] In an embodiment of the present invention, the execution time period of the low-power operation mode is set to be shorter than the execution time period of the low-power stop mode. (Refer to...) Figure 6In an embodiment of the invention, the execution time of the low-power stop mode is set to be shorter than 500 ms (e.g., approximately 450 ms). The execution time of the low-power operation mode can be set to be equal to the execution time of the task that takes the longest time among multiple tasks executed in the low-power operation mode. For example, the execution time of the low-power operation mode can be set to be equal to the execution time of the task used to detect the CP signal (e.g., 50 ms).

[0087] During low-power mode operation, when the CP signal is switched to PWM 9V (S30), the processor 220 can be configured to determine the termination of the standby time for scheduled charging and to supply voltage from the external power supply device 100, and then communicate with the external controller 300 via the communication module (S40). When the charging conditions for charging the battery 400 are met (S50) through communication with the external controller 300, the processor 220 can be configured to send a response signal to the external power supply device 100 (S60), and the external power supply device 100 can be configured to send a PWM 6V CP signal in response to the response signal to start charging the battery 400 (S70).

[0088] When the battery 400 is fully charged, the CP signal switches from PWM 6V (C state) to DC 9V (B1 state), and the processor 220 can be configured to determine that the scheduled charging is complete (S80). Specifically, as in the aforementioned standby state for scheduled charging, the processor 220 can be configured to execute a low-power mode (S90).

[0089] As described above, according to the on-board charger and control method for electric vehicles based on embodiments of the present invention, since the on-board charger periodically repeats the low-power operation mode and the low-power stop mode in the standby state for scheduled charging or in the state where scheduled charging is completed, the current consumption in the standby state for scheduled charging or in the state where scheduled charging is completed can be minimized.

[0090] Furthermore, by minimizing current consumption in the standby state for scheduled charging or the state after scheduled charging is completed, problems with vehicle battery discharge can be prevented in advance. Additionally, by implementing a low-power mode for the on-board charger without utilizing a separate auxiliary processor or auxiliary power supply, vehicle manufacturing costs can be reduced, and the components and size of the on-board charger can be minimized.

[0091] Although the invention has been described in conjunction with embodiments now regarded as actual practices, it should be understood that the invention is not limited to the disclosed embodiments, but rather is intended to cover various modifications and equivalents included within the spirit and scope of the appended claims.

Claims

1. An on-board charger for electric vehicles, comprising: A control pilot receiver module configured to detect control pilot signals; A proximity detection receiver module configured to detect proximity detection signals; as well as The processor is configured to repeatedly execute a low-power operation mode and a low-power stop mode for a predetermined time period in a standby state for scheduled charging and in a completed scheduled charging state. The low-power operation mode supplies voltage to the control pilot receiving module and the proximity detection receiving module, and the low-power stop mode blocks the supply of voltage to the control pilot receiving module and the proximity detection receiving module. The processor is configured as follows: During low-power stop mode operation, when the IG3 signal or wake-up signal is input, CAN communication with the external controller is performed, thereby the external controller sends a check signal; Send a response signal corresponding to the check signal to an external controller so that the external controller can determine whether the on-board charger is malfunctioning based on the response signal; The execution time of the low power stop mode is set to be shorter than the anomaly check time required to send a response signal corresponding to the check signal sent from the external controller.

2. The on-board charger for electric vehicles according to claim 1, wherein, The execution time period of the low power operation mode is set to be shorter than the execution time period of the low power stop mode.

3. The on-board charger for electric vehicles according to claim 1, wherein, The execution time of the task that takes the longest time among the multiple tasks executed in the low power operation mode is set as the execution time period of the low power operation mode.

4. The on-board charger for electric vehicles according to claim 1, wherein, The processor is configured to determine that the scheduled charging is in standby mode when the proximity detection signal has a predetermined voltage and the control pilot signal switches from a first predetermined voltage to a second predetermined voltage.

5. The on-board charger for electric vehicles according to claim 1, wherein, The processor is configured to determine that the scheduled charging is complete when the proximity detection signal has a predetermined voltage and the control pilot signal switches from a third predetermined voltage to a second predetermined voltage.

6. An on-board charger for electric vehicles, comprising: Power module; The first switch selectively blocks the voltage supplied from the power module to peripheral modules, including the communication module; The second switch selectively blocks the voltage supplied to the control pilot receiving module and the proximity detection receiving module, the control pilot receiving module being configured to detect the control pilot signal and the proximity detection receiving module being configured to detect the proximity detection signal; as well as The processor is configured to repeatedly execute a low-power operation mode and a low-power stop mode for a predetermined time period via a first switch and a second switch, in a standby state for scheduled charging and in a completed scheduled charging state. In the low-power operation mode, the processor is configured to turn off the first switch to block the voltage supplied to the peripheral modules, and to turn on the second switch to supply voltage to the control pilot receiving module and the proximity detection receiving module, thereby activating the control pilot receiving module and the proximity detection receiving module. In low power stop mode, the processor is configured to turn off the first switch to block the voltage supplied to the peripheral module, and to turn off the second switch to block the voltage supplied to the control pilot receiver module and the proximity detection receiver module. The processor is configured as follows: During low-power stop mode operation, when the IG3 signal or wake-up signal is input, CAN communication with the external controller is performed, thereby the external controller sends a check signal; Send a response signal corresponding to the check signal to an external controller so that the external controller can determine whether the on-board charger is malfunctioning based on the response signal; The execution time of the low power stop mode is set to be shorter than the anomaly check time required to send a response signal corresponding to the check signal sent from the external controller.

7. The on-board charger for electric vehicles according to claim 6, wherein, The execution time period of the low power operation mode is set to be shorter than the execution time period of the low power stop mode.

8. The on-board charger for electric vehicles according to claim 6, wherein, The execution time of the task that takes the longest time among the multiple tasks executed in the low power operation mode is set as the execution time period of the low power operation mode.

9. The on-board charger for electric vehicles according to claim 6, wherein, The processor is configured to determine that the scheduled charging is in standby mode when the proximity detection signal has a predetermined voltage and the control pilot signal switches from a first predetermined voltage to a second predetermined voltage.

10. The on-board charger for electric vehicles according to claim 6, wherein, The processor is configured to determine that the scheduled charging is complete when the proximity detection signal has a predetermined voltage and the control pilot signal switches from a third predetermined voltage to a second predetermined voltage.

11. A control method for an on-board charger for an electric vehicle, comprising: The processor determines the standby state and the completion state of scheduled charging by using proximity detection signals and control pilot signals. In the standby state used for scheduled charging and in the completed state of scheduled charging, the processor repeatedly executes the low-power operation mode and the low-power stop mode for a predetermined time period. In the low-power operation mode, the voltage supplied from the power module to the peripheral modules is blocked, and voltage is supplied from the power module to the control pilot receiving module and the proximity detection receiving module. The control pilot receiving module is configured to detect control pilot signals, and the proximity detection receiving module is configured to detect proximity detection signals. In low power stop mode, the voltage supplied from the power module to the peripheral modules is blocked, and the voltage supplied from the power module to the control pilot receiver module and the proximity detection receiver module is blocked. During low-power stop mode operation, when an IG3 signal or wake-up signal is input, the processor performs CAN communication with the external controller, thereby the external controller sends a check signal; The processor sends a response signal corresponding to the check signal to the external controller, so that the external controller can determine whether the on-board charger is abnormal based on the response signal. The execution time of the low power stop mode is set to be shorter than the anomaly check time required to send a response signal corresponding to the check signal sent from the external controller.

12. The control method for an on-board charger for an electric vehicle according to claim 11, wherein, The execution time period of the low power operation mode is set to be shorter than the execution time period of the low power stop mode.

13. The control method for an on-board charger for an electric vehicle according to claim 11, wherein, The execution time of the task that takes the longest time among the multiple tasks executed in the low power operation mode is set as the execution time period of the low power operation mode.

14. The control method for an on-board charger for an electric vehicle according to claim 11, wherein, When the proximity detection signal has a predetermined voltage and the control pilot signal switches from a first predetermined voltage to a second predetermined voltage, the scheduled charging is determined to be in standby mode.

15. The control method for an on-board charger for an electric vehicle according to claim 11, wherein, When the proximity detection signal has a predetermined voltage and the control pilot signal switches from a third predetermined voltage to a second predetermined voltage, the scheduled charging is determined to be complete.

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