Apparatus and method for controlling charging of an electric vehicle

Abstract

The present invention provides an apparatus and method for controlling charging of an electric vehicle. The apparatus for controlling charging of an electric vehicle is configured to calculate a rotor torque expected to occur during charging based on a rotor angle set in a driving motor before charging by a plurality of input voltages, and when the calculated rotor torque is greater than a reference torque, to correct the rotor angle by moving the electric vehicle by a specified distance, thereby enabling charging after the guided rotor torque is less than the reference torque, to avoid deterioration or damage to a parking ratchet. Accordingly, it is possible to prevent the rotor torque generated during charging from damaging the parking ratchet, thereby avoiding the occurrence of an accident.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of Korean Patent Application No. 10-2020-0189286, filed with the Korean Intellectual Property Office on December 31, 2020, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to an apparatus and method for improving safety during fast charging of electric vehicle batteries. More specifically, the present invention relates to an apparatus and method configured to perform charging after the rotor torque is reduced to less than the reference torque by moving the electric vehicle a specified distance to correct the rotor angle when the rotor torque is greater than a reference torque, thereby avoiding deterioration or damage to the parking ratchet. Background Technology

[0004] Recently, a charging scheme utilizing multiple input voltages has been developed. This scheme uses a power conversion switch, including a three-phase coil installed in the drive motor and an inverter, to boost the voltage, enabling fast charging in both 500V and 1000V charging infrastructures, even if the electric vehicle is equipped with a high-voltage battery of 800V or higher.

[0005] When charging a high-voltage battery, after the voltage of the three-phase coils of the drive motor and the inverter is boosted for charging through multiple input voltages, the magnetic field generated by the current supplied to the three-phase coils of the drive motor for voltage boosting generates a force that aligns the magnetic field generated by the permanent magnets located inside the rotor of the drive motor, and this force generates rotor torque.

[0006] Typically, when charging with multiple input voltages, charging will only proceed if the gear is confirmed to be in the P (Park) position to protect the drive system from potential damage to the drive motor during charging. Additionally, a parking ratchet is connected to lock the gear in the P position.

[0007] However, because the parking ratchet is continuously subjected to the rotor torque generated by the current supplied to the three-phase coils of the drive motor during charging, the parking ratchet is prone to deterioration, its durability is reduced, and thus the possibility of damage is increased.

[0008] Furthermore, as mentioned above, if the parking ratchet is damaged or broken, even if the gear is fixed in P while the vehicle is parked, the vehicle may still move by the rotation of the drive motor when a force greater than the static friction is applied, which could lead to an accident. Summary of the Invention

[0009] One aspect of the present invention provides an apparatus and method for controlling the charging of an electronic device, which is capable of calculating the expected rotor torque during charging based on the rotor angle set in a drive motor before charging is performed through multiple input voltages, and correcting the rotor angle by moving the vehicle a specified distance when the calculated rotor torque is greater than a reference torque that may cause deterioration or damage to the parking ratchet, so that charging can be performed after the rotor torque is guided to be less than the reference torque. This prevents damage to the parking ratchet by the rotor torque generated during charging and prevents possible accidents.

[0010] The technical problem to be solved by the present invention is not limited to the aforementioned problems, and those skilled in the art will clearly understand any other technical problems not mentioned herein based on the following description.

[0011] According to one aspect of the present invention, an apparatus for controlling the charging of an electric vehicle includes: a fast charging determination module that compares the magnitude of the voltage of a charging power supply from an electric vehicle power supply device (EVSE) with the magnitude of a voltage standard received from a high-voltage battery disposed in the electric vehicle to determine whether the charging power supply is supplied directly or boosted; an inverter that, when the magnitude of the voltage of the charging power supply supplied for fast charging is lower than the voltage standard, boosts the voltage of the charging power supply from the electric vehicle power supply device to a predetermined magnitude or higher and provides the boosted voltage to the high-voltage battery; a drive motor having stator three-phase coils that receive charging power from the electric vehicle power supply device; and a protection mode control module that, prior to fast charging, calculates the rotor torque generated during charging based on the rotor angle disposed in the drive motor and makes the rotor torque less than a preset reference torque.

[0012] In addition, the protection mode control module may include: a charging preliminary information receiving device, which receives vehicle stop information, rotor angle set in the drive motor, and battery charging current intensity before charging, as preliminary information for determining whether to charge; and a protection mode execution determining device, which calculates the rotor torque expected to occur during charging based on the rotor angle and battery charging current intensity, and compares the rotor torque with a preset reference torque to determine whether to execute the protection mode.

[0013] In addition, the charging preliminary information receiving device can receive the rotor angle when the vehicle is stationary from a rotary transformer that measures the rotor position set in the drive motor.

[0014] Furthermore, the protection mode execution determination device can perform charging when the rotor torque is less than the reference torque, and determine that a protection mode of guided charging is executed after measures are taken to reduce the rotor torque when the rotor torque is greater than the reference torque.

[0015] In addition, the protection mode control module may also include a protection distance calculation device, which calculates the required driving distance of the vehicle for correcting the current rotor angle as the protection distance for executing the protection mode, such that when it is determined that the protection mode should be executed, the rotor torque expected to occur during charging will be reduced to less than the reference torque.

[0016] Furthermore, the protection distance calculation device can calculate the difference between the current rotor angle (electric angle) received through the rotary transformer and the rotor angle (electric angle) when the rotor torque is 0 (zero torque) as the electrical angle difference, and use the electrical angle difference and the tire dynamic radius to calculate the required travel distance for correcting the rotor angle as the protection distance.

[0017] In addition, the device may also include an audio-video navigation (AVN) module, which receives and displays from the protection distance calculation device whether a protection mode is to be executed and the protection distance at which the driver must move the vehicle.

[0018] According to another aspect of the present invention, a method for controlling the charging of an electric vehicle includes: when the voltage of a charging power supply supplied from an electric vehicle power supply device (EVSE) is lower than a voltage standard received from a high-voltage battery disposed in the electric vehicle, boosting the voltage of the charging power supply to a predetermined level or higher and supplying the boosted voltage; otherwise, determining to directly supply the voltage of the charging power supply to the high-voltage battery; before charging, receiving vehicle stop information, a rotor angle disposed in a drive motor, and the intensity of a charging current supplied to the battery as preliminary information for determining whether to charge; after calculating the rotor torque expected to occur during charging based on the rotor angle and the charging current intensity, determining whether to execute a protection mode by comparing the rotor torque with a preset reference torque.

[0019] In addition, the method may further include: calculating the required driving distance of the vehicle for correcting the rotor angle as a protection distance, such that when it is determined that a protection mode should be executed, the rotor torque expected to occur during charging is reduced to less than a reference torque.

[0020] In addition, the initial information received for charging may also include: receiving the rotor angle at rest when the vehicle is stopped and the parking gear is in the P position from a rotary transformer that measures the rotor position set in the drive motor.

[0021] In addition, determining whether to execute the protection mode may include: determining whether the vehicle is stopped for charging based on vehicle stop information; and calculating the magnitude of the rotor torque generated during charging using the rotor angle and the maximum charging current intensity of the high-voltage battery.

[0022] In addition, determining whether to execute a protection mode may also include: comparing the rotor torque with a preset reference torque, and when the rotor torque is greater than the reference torque, initiating charging after executing a protection mode that reduces rotor torque.

[0023] In addition, calculating the protection distance may include: calculating the difference between the current rotor angle (electric angle) received from the resolver and the rotor angle (electric angle) when the rotor torque is 0 torque (zero torque), and calculating the required travel distance to correct the current rotor angle to offset the electrical angle difference as the protection distance by using the electrical angle difference and the tire dynamic radius.

[0024] In addition, the method may also include: displaying, via the AVN module, the result of determining whether to execute the protection mode and the protection distance calculated when calculating the protection distance, so that the driver can identify the result and the protection distance. Attached Figure Description

[0025] The above and other objects, features, and advantages of the present invention will become more apparent from the following detailed description presented in conjunction with the accompanying drawings, in which:

[0026] Figure 1 This is a block diagram illustrating a device for controlling the charging of an electric vehicle according to the present invention;

[0027] Figure 2 This is a block diagram illustrating the connection structure of an electric vehicle power supply device (EVSE) for charging via multiple input voltages according to the present invention;

[0028] Figures 3(a) to 3(c) It is a view showing the relationship between electrical angle, current intensity, and torque magnitude;

[0029] Figure 4 This is a flowchart illustrating a method for controlling the charging of an electric vehicle according to another embodiment of the present invention; and

[0030] Figure 5 This is a flowchart illustrating a process for executing a protection mode when charging with multiple input voltages according to another embodiment of the present invention. Detailed Implementation

[0031] 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, 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-gasoline energy sources). As mentioned herein, a hybrid vehicle is a vehicle with two or more power sources, such as both gasoline power and electric power.

[0032] 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 be further understood that when the terms “comprising” and / or “including” are used in this specification, they specify the presence of the stated features, values, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, values, steps, operations, elements, components, and / or combinations thereof. As used herein, the term “and / or” includes any and all combinations of one or more of the associated enumerated items. Throughout the specification, unless explicitly stated otherwise, the word “comprising” and its variations (e.g., “including” or “containing”) will be understood to mean including the stated elements without excluding any other elements. Additionally, the terms “unit,” “device,” “element,” and “module” described in the specification refer to a unit for performing at least one function and operation, and can be implemented by hardware components or software components and combinations thereof.

[0033] Furthermore, the control logic of the present invention can be implemented as a non-volatile computer-readable medium on a computer-readable medium, which includes executable program instructions that can be executed by a processor, controller, 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 medium can also be distributed in 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).

[0034] In the following description, some embodiments of the present invention will be described in detail with reference to the exemplary accompanying drawings. When adding reference numerals to the components in each figure, it should be noted that even if the same or equivalent components are shown in other figures, they are designated by the same reference numerals. Furthermore, in describing embodiments of the present invention, detailed descriptions will be omitted when it is determined that a known configuration or functional interference with the understanding of the embodiments of the present invention will be present.

[0035] In describing components according to embodiments of the invention, terms such as first, second, A, B, (a), (b), etc., may be used. These terms are intended only to distinguish components from other components, and they do not limit the nature, order, or sequence of the components. Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It will be further understood that terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the context of the relevant technical field, and not as having an ideal or overly formal meaning, unless explicitly defined herein.

[0036] In the following text, see references Figures 1 to 5 The embodiments of the present invention will be described in detail below.

[0037] Figure 1 This is a block diagram illustrating a device for controlling the charging of an electric vehicle according to the present invention. Figure 2 This is a block diagram illustrating the connection structure of an electric vehicle power supply device (EVSE) for charging via multiple input voltages according to the present invention.

[0038] refer to Figure 1 The device for controlling electric vehicle charging according to the present invention may include: a fast charging determination module, an inverter, a drive motor, and a protection mode control module. The fast charging determination module compares the voltage of the charging power supplied from the electric vehicle supply equipment (EVSE) with the voltage standard received by the high-voltage battery in the electric vehicle to determine whether the charging power is supplied directly or boosted. When the voltage of the charging power supplied for fast charging is lower than the voltage standard, the inverter boosts the voltage of the charging power supplied from the EVSE to a predetermined level or higher and provides the boosted voltage to the high-voltage battery. The drive motor is provided with stator three-phase coils that receive charging power from the EVSE. Before fast charging, the protection mode control module calculates the rotor torque generated during charging based on the rotor angle in the drive motor and makes the rotor torque less than a preset reference torque.

[0039] Typically, there are two methods for charging the high-voltage batteries installed in electric vehicles: slow charging and fast charging. In fast charging, DC power is supplied from an external charging infrastructure via the EVSE (Electric Vehicle Entity Surface Array). As mentioned above, 50kW-500V / 100A, 100kW-500V / 200A, 200kW-500V / 400A, and 400kW-1000V / 400A level charging infrastructures are already in use both domestically and internationally for fast charging.

[0040] Furthermore, in the case of electric vehicles, the application of batteries with voltages of 800V or higher has recently increased to improve power consumption efficiency and driving range. Therefore, while existing fast charging solutions are allowed to be used as is with 1000V-level charging infrastructure, the output voltage of the 500V-level charging infrastructure itself is only 500V. This means that the output voltage needs to be boosted to the battery voltage level for fast charging before supplying the high-voltage battery with the output voltage.

[0041] Therefore, the fast charging determination module 100 can determine whether the voltage of the charging power supply is supplied directly or after being boosted by comparing the output of the charging power supply supplied from the EVSE for fast charging with the voltage standard of the high-voltage battery.

[0042] To this end, the fast charging determination module 100 can compare the voltage of the charging power supply supplied from the EVSE with the standard voltage of the high-voltage battery. When the voltage of the charging power supply is higher than or equal to the standard voltage of the high-voltage battery, the charging power supply can be directly supplied to the high-voltage battery. Otherwise, the voltage of the charging power supply can be boosted to a level corresponding to the standard voltage of the high-voltage battery before being supplied, thereby enabling fast charging.

[0043] Therefore, by using the fast charging determination module 100, fast charging is possible not only through charging infrastructures with a maximum output greater than the charging voltage of the high-voltage battery, but also through charging infrastructures with a maximum output less than the charging voltage of the high-voltage battery.

[0044] As mentioned above, even when the output of the charging power supply has various voltage magnitudes, that is, when multiple input voltages are supplied as charging power supplies through various types of charging infrastructure, fast charging can be achieved by appropriate voltage boosting, thereby improving the convenience of charging high-voltage batteries.

[0045] Therefore, such as Figure 2As shown, the boost circuit can be implemented using an inverter 110, a drive motor 120, and a neutralization relay 140. The inverter 110 boosts the voltage of the charging power supplied from the EVSE 60 by pulse width modulation (PWM) control. The drive motor 120 is provided with a stator three-phase coil that receives charging power from the EVSE. The neutralization relay 140 electrically connects the EVSE to the drive motor and the inverter before performing charging through multiple input voltages.

[0046] In this case, such as Figure 2 As shown, the drive motor 120, which serves as a power generation device, can receive DC power from the high-voltage battery 130, which is converted into three-phase AC power by the inverter 110, to generate power for driving the wheels, and can transmit the driving power to the reduction gear 10. As described above, the power generated from the drive motor is transmitted to the wheels of the vehicle through the differential gear 20 connected to the reduction gear 12, so as to have an appropriate transmission ratio in the reduction gear 10, thereby driving the vehicle.

[0047] However, in order to act as a boost circuit for fast charging not only when receiving power from the high-voltage battery, which is also a power generation device, but also when charging the high-voltage battery, the current from the charging power supply must be supplied to the three-phase coils of the stator of the drive motor. As described above, the drive motor rotates the drive shaft by supplying current to the three-phase coils of the stator, allowing the vehicle to move during charging.

[0048] Therefore, for fast charging, the vehicle is in the P position, i.e., parking gear 11, and charging can only be performed with multiple input voltages when the vehicle speed is 0 kPH. In this case, to prevent the parking gear from loosening, the parking ratchet 13 is fixed to the teeth of the parking gear to prevent the driving force generated from the motor from being transmitted to the reduction gear and differential gear.

[0049] In addition, the following discharge and charging can be controlled by the motor controller (MCU) 30 already installed in the vehicle: discharge is to convert the DC power supplied by the high-voltage battery into three-phase AC power in the inverter and supply it to the drive motor; charging is to supply the high-voltage battery by boosting the voltage supplied via EVSE in the inverter.

[0050] In this configuration, the motor controller (MCU) 30 can send various information (current, temperature, position, etc.) to drive the motor, and then execute PWM control in the inverter. Furthermore, the MCU 30 can perform various controls for controlling the motor, such as inverter or motor fault diagnosis and coordinated control.

[0051] In addition, Figure 2The image shows a battery management system (BMS) 50 and a vehicle control unit (VCU) 40 together, such that motor drive control is achieved through the mutual control of these controllers. The battery management system (BMS) 50 is used to control and monitor the high-voltage battery, and the vehicle control unit (VCU) 40 is a higher-level controller used to perform coordinated control of the motor controller or battery management system located in the vehicle.

[0052] As mentioned above, the voltage boosting of the charging power supplied to the high-voltage battery by switching the inverter is widely used for fast charging through multiple input voltages. Therefore, a detailed description of the switching structure and operation of the inverter used for voltage boosting will be omitted.

[0053] In addition, the protection mode control module 200 may include: a preliminary charging information receiving device 210, a protection mode execution determining device 220, and a protection distance calculation device 230. The preliminary charging information receiving device 210 receives vehicle stop information, the rotor angle set in the drive motor, and the charging current intensity of the battery before charging as preliminary information for determining whether to charge. After calculating the rotor torque expected to occur during charging based on the rotor angle and the charging current intensity of the battery, the protection mode execution determining device 220 compares the rotor torque with a preset reference torque to determine whether to execute the protection mode. The protection distance calculation device 230 calculates the required driving distance of the vehicle to correct the current rotor angle as the protection distance for performing safe charging, so that when it is determined that the protection mode should be executed, the rotor torque expected to occur during charging will be reduced to less than the reference torque.

[0054] Before charging, the initial charging information receiving device 210 can receive information from the VCU 40 regarding whether the vehicle's gear has been shifted to the parking gear (P) and whether the vehicle speed is 0 kPH. In this case, the parking ratchet is engaged with the parking gear teeth, and the vehicle's gears are simultaneously shifted to the P position.

[0055] As described above, the charging preliminary information receiving device 210 can receive vehicle gear information sent from VCU 40 and vehicle speed information sent from wheel speed sensor 70 as stop information, so as to identify that the vehicle is stationary and charge it.

[0056] In this case, the charging preliminary information receiving device 210 can receive a protection mode execution request input by the user by controlling the audio-video navigation (AVN) module 300 installed in the vehicle operated via VCU 40.

[0057] In addition, the charging preliminary information receiving device 210 can receive the rotor angle from the rotary transformer 121 used to measure the rotor position set in the drive motor, and receive the maximum intensity of the charging current that can be supplied to the high-voltage battery as a charging power source from the BMS 50.

[0058] In this scenario, as shown in Figure 3(a), the rotor angle can be measured based on the electrical angle at the location where the rotor's permanent magnet is situated at the center of the drive motor (including the rotor and stator) structure. That is, the rotor rotates sequentially in the order A→(-B)→C→(-A)→B→(-C)→A, completing one electrical angle cycle. During these continuous rotations, the electrical angle of the rotor at the point where the vehicle's drive stops can be measured as the rotor angle.

[0059] Furthermore, after determining that the vehicle is in a stopped state based on gear information and vehicle speed information, the protection mode execution determination device 220 can calculate the rotor torque generated in the drive motor during charging by utilizing the rotor angle and the maximum intensity of the battery charging current.

[0060] In other words, during charging, the current supplied to the three-phase coils in the stator of the drive motor generates a constant magnetic field, which in turn causes a force to align the magnetic field generated by the permanent magnets inside the rotor. Furthermore, this force generates rotor torque that rotates the rotor.

[0061] As shown in Figure 3(b), typically, the three-phase coils in the drive motor have electrical angles between phases arranged in a 1 / 3 periodic arrangement in space, such that the torque generated when the same current flows through the three-phase coils becomes the third harmonic component of the electrical angle.

[0062] In other words, based on the rotor angle measured at the start of charging, when current is supplied to the three-phase stator coils to boost the voltage of the charging power supply, a force corresponding to the third harmonic torque generates a rotor torque that causes the rotor to rotate. Furthermore, as shown in Figure 3(c), the rotor torque increases proportionally to the intensity of the charging current flowing in the three-phase stator coils.

[0063] As described above, the rotor torque, which is proportional to the rotor angle and the charging current intensity, generates a force that rotates the drive shaft connected to the parking gear. Therefore, this force is continuously applied to the parking ratchet connected to the parking gear, causing the parking ratchet to deteriorate or suffer durability damage.

[0064] Therefore, the protection mode execution determining device 220 can compare the magnitude of the rotor torque, calculated using the rotor angle and the intensity of the current flowing in the three-phase coils, with the magnitude of a preset reference torque. When the rotor torque is greater than the reference torque, it can be determined that after taking measures to reduce the rotor torque, a protection mode for initiating fast charging will be executed.

[0065] Therefore, as shown in Figure 3(c), the protection mode control module 200 may also include a rotor electrical angle torque map 240, wherein, after pre-calculating the rotor torque expected to occur during charging based on the rotor electrical angle, the rotor torque for each electrical angle of the rotor is matched and stored.

[0066] In addition, the protection mode control module 200 may also include a memory (not shown) that stores a reference torque having been calculated in advance through experiments to the magnitude of deterioration or damage to the parking ratchet.

[0067] Therefore, the protection mode execution determination device 220 can derive the rotor electrical angle corresponding to the rotor angle received from the rotary transformer after the vehicle stops from the rotor electrical angle torque diagram, and after calculating the rotor torque that matches the rotor electrical angle, it can determine whether to execute the protection mode by comparing the rotor torque with a reference torque stored in the memory in advance.

[0068] In other words, the protection mode execution determination device 220 can determine charging execution when the rotor torque is less than the reference torque, but when the rotor torque is greater than the reference torque, it executes the protection mode of guided charging after reducing the rotor torque.

[0069] In this case, the magnitude of the rotor torque in the protection mode execution determination device 220 compared with the reference torque can be determined by reflecting the increase in the maximum torque that may be generated based on the current intensity flowing in the three-phase coils to the rotor torque calculated based on the rotor angle.

[0070] In addition, the protection distance calculation device 230 can calculate the required driving distance of the vehicle needed to correct the current rotor angle, as a protection distance for performing vehicle charging, so that the rotor torque expected to occur during charging is reduced to less than the reference torque when it is determined that the protection mode should be performed.

[0071] The magnitude of the charging current supplied from the charging infrastructure and the maximum current of the high-voltage battery that receives and uses the charging current for charging are fixed. Therefore, the protection distance calculation device 230 can correct the rotor angle, which can be changed by the rotation of the drive shaft via the drive motor, so that a rotor torque less than the reference torque can be generated, thereby preventing excessive force from being applied to the parking ratchet.

[0072] Therefore, the protection distance calculation device 230 can calculate the difference between the current rotor angle (electric angle) received by the rotary transformer and the rotor angle (electric angle) when the rotor torque is 0 (zero torque) as the difference between the electrical angles, and can calculate the required travel distance to correct the rotor angle as the protection distance by using the electrical angle difference calculated by Equation 1 below and the tire dynamic radius.

[0073] As described above, the required driving distance calculated by the protection distance calculation device 230 protects the parking ratchet from damage that may occur due to rotor torque expected during charging, and protects the driver from vibrations caused by damage to the parking ratchet. This will be referred to as the protection distance.

[0074] [Equation 1]

[0075]

[0076] In other words, since the electrical angle can be expressed as the mechanical angle using the number of poles P of the drive motor, as shown in Equation 2 below, the vehicle's travel distance based on the mechanical rotation angle of the drive motor can be expressed as Equation 3 below by the relationship between the mechanical angle representing the degree of rotation and the dynamic radius of the tire.

[0077] Therefore, based on the relationship between Equations 2 and 3, as in Equation 1, the necessary distance the vehicle must travel can be calculated by utilizing the electrical angle difference in order to minimize the rotor torque.

[0078] [Equation 2]

[0079] Electrical angle = Mechanical angle × (p / 2)

[0080] [Equation 3]

[0081] Vehicle travel distance = Drive motor mechanical angle / 360 × 2π × (Tire dynamic radius)

[0082] In addition, in order to display the protection distance calculated by the protection distance calculation device 230 so that the driver can identify the protection distance, an AVN module 300 may be further included, which receives from the protection distance calculation device 230 and displays whether the protection mode is executed and the protection distance at which the driver must move the vehicle.

[0083] As described above, after identifying the protection distance displayed by the AVN module 300 and moving the vehicle, the corrected rotor angle can be received again from the rotary transformer 121 when the gear is in the parking position.

[0084] In addition, the protection mode execution determination device 220 can again compare the rotor torque recalculated based on the corrected rotor angle with the reference torque to determine whether to terminate the protection mode and perform charging, or to perform another protection mode.

[0085] As described above, by performing charging within the rotor torque range that will not cause damage to the parking ratchet, accidental damage to the components can be prevented.

[0086] Furthermore, by preventing damage to the parking ratchet, which is fixed to the teeth of the parking gear to prevent vehicle movement and remains in the P position during charging, the robust parking ratchet can prevent vehicle movement even when charging is performed at a rotor angle that generates a rotor torque greater than static friction, thereby preventing safety accidents.

[0087] As described above, according to an embodiment of the present invention, the protection mode execution determination device and the protection distance calculation device can be implemented in an MCU, thereby improving charging safety without adding components or systems. The protection mode execution determination device uses the rotor angle received from the rotary transformer to calculate the rotor torque based on the rotor electrical angle torque diagram stored in a memory or the like, and then executes logic to compare it with a reference torque. The protection distance calculation device executes logic to calculate the protection distance that minimizes the rotor torque and transmits it to the AVN module.

[0088] Next, we will refer to Figure 4 and Figure 5 To describe a method for controlling the charging of an electric vehicle according to another embodiment of the present invention.

[0089] Figure 4 This is a flowchart illustrating a method for controlling the charging of an electric vehicle according to another embodiment of the present invention. Figure 5 This is a flowchart illustrating a process for executing a protection mode during fast charging according to another embodiment of the present invention.

[0090] refer to Figure 4 and Figure 5According to another embodiment of the present invention, a method for controlling the charging of an electric vehicle includes: a fast charging determination step S100, which, when the voltage of the charging power supplied from the electric vehicle power supply equipment (EVSE) is lower than the voltage standard received from the high-voltage battery disposed in the electric vehicle, boosts the voltage of the charging power supply to a specified level or higher and supplies the boosted voltage; otherwise, determines the voltage to be supplied directly to the high-voltage battery; a preliminary charging information receiving step S200, which receives vehicle stop information, the rotor angle disposed in the drive motor, and the charging current intensity supplied to the battery as preliminary information for determining whether to perform charging before charging is performed; a protection mode execution determination step S300, which, after calculating the rotor torque expected to occur during charging based on the rotor angle and the charging current intensity, determines whether to execute a protection mode by comparing the rotor torque with a preset reference torque; and a protection distance calculation step S400, which calculates the required driving distance of the vehicle for correcting the rotor angle as a protection distance, such that when it is determined that a protection mode should be executed, the rotor torque expected to occur during charging is reduced to less than the reference torque.

[0091] In the fast charging determination step S100, it can be determined whether the voltage of the charging power supply is supplied directly or after boosting by comparing the output of the charging power supply supplied from the EVSE with the voltage standard of the high-voltage battery.

[0092] That is, as a comparison result of the fast charging determination step S100, when the voltage of the charging power supply is greater than or equal to the voltage standard of the high-voltage battery, power can be directly supplied to the high-voltage battery; otherwise, the voltage of the charging power supply can be boosted to a level corresponding to the voltage standard of the high-voltage battery and supplied, so that fast charging is performed by overcoming the limitation of the fixed output of EVSE.

[0093] The initial charging information receiving step S200 may include a vehicle stop information receiving step S210, which receives information from the VCU before charging, such as whether the vehicle gear has shifted to the parking gear (P) and whether the vehicle speed is 0 kPH, as vehicle stop information.

[0094] Therefore, in the vehicle stop information receiving step S210, vehicle speed information can be received from the wheel speed sensors installed in the vehicle, and vehicle gear information can be received from the VCU installed in the vehicle.

[0095] In addition, in the vehicle stop information receiving step S210, vehicle stop information can be received, and a protection mode execution request input by the driver through the AVN module can also be received from the VCU.

[0096] In addition, the initial charging information receiving step S200 may also include a rotor angle receiving step S220, which receives the rotor angle at rest when the vehicle is stopped and the parking gear is switched to the P position from a rotary transformer that measures the rotor position set in the drive motor.

[0097] In this case, the rotor angle is the electrical angle measured at the position where the permanent magnet of the rotor stops during one electrical angle cycle of the drive motor (including the rotor and stator). Therefore, as shown in Figure 3(a), when the rotor's permanent magnet is in positions A and -A of the stator, the rotor angle can be measured as "0 (zero)". When the rotor's permanent magnet is in positions B and -B, the rotor angle can be measured as 120°. When the rotor's permanent magnet is in positions C and -C, the rotor angle can be measured as 240°. Furthermore, even when located in the space between them, the rotor angle measured by the rotary transformer can be received.

[0098] In addition, the initial charging information receiving step S200 also includes a charging current limit receiving step S230, which receives from the BMS the maximum intensity of the charging current that can be supplied to the high-voltage battery for charging.

[0099] In other words, the rotor torque that continuously applies excitation to the parking ratchet during charging increases not only proportionally to the rotor angle, but also proportionally to the intensity of the current supplied to the three-phase coils of the drive motor.

[0100] Accordingly, in the preliminary charging information receiving step S230, the rotor angle and the maximum intensity of the charging current supplied to the high-voltage battery can be received together as preliminary information for calculating the maximum value of the rotor torque that may be generated during charging.

[0101] In addition, the protection mode execution determination step S300 may include: a stop confirmation step S310, a rotor torque calculation step S320, and a rotor torque comparison step S330. The stop confirmation step S310 determines whether the vehicle is in a stopped state for charging based on vehicle stop information. The rotor torque calculation step S320 calculates the magnitude of the rotor torque to be generated when charging is performed using the rotor angle and the maximum intensity of the charging current of the high-voltage battery. The rotor torque comparison step S330 compares the rotor torque with a preset reference torque, and guides the start of charging after executing a protection mode to reduce rotor torque when the rotor torque is greater than the reference torque.

[0102] In this case, in the stop confirmation step S310, by using the vehicle's gear information and vehicle speed information obtained in the vehicle stop information receiving step S210, it can be determined whether the vehicle is in a stopped state where the vehicle can be charged.

[0103] In the charging case, when current is supplied to the three-phase coils installed in the drive motor, the voltage is boosted by the switching operation of the inverter, and power transmission to charge the high-voltage battery is performed.

[0104] As described above, because current is supplied to the drive motor, even when the vehicle is stationary, power can be transmitted to the reduction gear and differential gear when the drive shaft rotates due to the current supplied to the drive motor for charging.

[0105] Therefore, in the stop confirmation step S310, it can be determined whether the vehicle has stopped based on the vehicle speed information, and it can also be determined whether the parking ratchet is engaged with the parking gear based on the vehicle's gear information, since the parking gear is in the P gear, which is the parking gear.

[0106] As described above, when the vehicle is in the P gear position, the mechanical structure of the parking ratchet, which meshes with the teeth of the parking gear, can prevent the drive shaft from rotating accidentally.

[0107] Furthermore, in the rotor torque calculation step S320, the rotor torque that matches it can be calculated by deriving the electrical angle corresponding to the rotor angle from the previously stored rotor electrical angle torque diagram.

[0108] Therefore, the rotor torque that may be generated when supplying current to the drive motor is calculated for each electrical angle of the rotor, and the electrical angle torque diagram should be stored in advance.

[0109] In this case, in the rotor torque calculation step S320, the maximum value of the rotor torque generated during charging can be calculated by reflecting the torque change due to the increase in the maximum intensity of the charging current of the high-voltage battery in the rotor torque calculated based on the rotor angle.

[0110] In other words, the rotor torque is generated by the magnetic field produced by the current supplied to the three-phase coils of the drive motor and the force aligned with the magnetic field produced by the permanent magnets of the rotor, but its magnitude increases proportionally to the strength of the current supplied to the three-phase coils.

[0111] Therefore, in the rotor torque calculation step S320, since the rotor torque can be calculated based on the intensity of the current supplied to the three-phase coils of the drive motor for charging, by reflecting the change in the magnitude of the increased or decreased torque, the maximum value of the rotor torque that may be generated during charging can be calculated.

[0112] Furthermore, in the rotor torque comparison step S330, by comparing the magnitude of the rotor torque with a preset reference torque, it can be determined whether to execute a protection mode in which the magnitude of the rotor torque can be reduced to less than the reference torque.

[0113] Of course, for this purpose, the reference torque that will cause the parking ratchet to deteriorate or be damaged should be calculated in advance through experiments and stored in memory or the like.

[0114] As a comparison result of rotor torque comparison step S330, when the magnitude of rotor torque is less than the magnitude of reference torque, the rotor torque that may be generated during charging can be determined as a smaller value that will not cause deterioration or durability damage to the parking ratchet. Thus, the driver can be notified by the AVN module or the like that charging can be performed in the current state.

[0115] However, as a result of the comparison in the rotor torque comparison step S330, when the magnitude of the rotor torque is greater than the magnitude of the reference torque (which may include the same magnitude according to the calculation definition of the reference torque), it is determined that the rotor torque that may be generated during charging will cause deterioration or durability damage to the parking ratchet, thus determining that a protection mode that causes measures to be taken to reduce the rotor torque should be executed.

[0116] In addition, the protection distance calculation step S400 may include an electrical angle difference calculation step S410 and a protection distance calculation step S420. The electrical angle difference calculation step S410 calculates the difference between the current rotor angle (electrical angle) received from the rotary transformer and the rotor angle (electrical angle) when the rotor torque is 0. The protection distance calculation step S420 calculates the required travel distance for correcting the current rotor angle to offset the electrical angle difference by using the electrical angle difference and the tire dynamic radius as the protection distance.

[0117] In this case, the rotor angle (electric angle) at which the rotor torque becomes zero can be predetermined based on the current supply of the three-phase coils determined by the switching in the inverter.

[0118] Therefore, in the electrical angle difference calculation step S410, the difference is calculated by comparing the current rotor angle (electric angle) with the rotor angle (electric angle) preset to 0 torque, and the electrical angle difference can be calculated as the target value to be corrected in order to reduce the rotor torque.

[0119] In addition, in the protection distance calculation step S420, the vehicle travel distance required to place the rotor at a position where the rotor torque becomes “0 (zero)” can be calculated by using the electrical angle difference calculated to offset the reduction of rotor torque and the vehicle’s tire dynamic radius obtained in advance from the vehicle specification information.

[0120] In other words, to compensate for the electrical angle difference, the rotor must be rotated by the drive motor, and the power generated by rotating the rotor in this way causes the tire to rotate through the reduction gear and differential gear. Therefore, in order to correct the rotor angle, the vehicle must move to make the tire rotate.

[0121] Therefore, in step S420 of the protection distance calculation, the required travel distance that the vehicle must move can be calculated based on the tire rotation angle required to rotate the rotor by an amount corresponding to the electrical angle difference. For this purpose, the protection distance can be calculated using the same operation as in Equation 1 above.

[0122] Furthermore, the method for controlling the charging of an electric vehicle according to an embodiment of the present invention may also include a vehicle movement guidance step S500, which displays the determination result of the protection mode executed in the protection mode execution determination step S300 and the protection distance calculated in the protection distance calculation step S400 through the AVN module, so that the driver can recognize the result and the protection distance.

[0123] As described above, in the vehicle movement guidance step S500, in order to safely charge the vehicle via the AVN module located in the vehicle, the driver must be aware that the movement of the vehicle is necessary to reduce the rotor torque, indicating that the driver must move the vehicle at a protective distance to allow the driver to identify and guide the vehicle movement.

[0124] In this case, the actual distance traveled by the vehicle moved by the driver can be as follows: Figure 5 The system calculates and displays distances in real time, enabling vehicles to travel more accurately.

[0125] Furthermore, in the vehicle movement guidance step S500, such as Figure 5 As shown, after the vehicle has finished moving, the vehicle stop information and rotor angle are received again. Then, by calculating the rotor torque based on the newly measured rotor angle and comparing it with the reference torque, it can be determined whether to re-execute the protection mode.

[0126] As described above, it can be determined again whether charging at the calibrated position causes deterioration or damage to the parking ratchet, and fast charging can be reliably performed by requiring additional vehicle movement when the protection mode needs to be re-executed.

[0127] According to an embodiment of the present invention, by making the rotor torque generated by the charging current input to the drive motor during rapid charging of multiple input voltages less than a reference torque that may cause deterioration or damage to the parking ratchet, damage to components caused by rotor torque generated during charging can be prevented.

[0128] In addition, it can prevent safety accidents caused by vehicle movement, which may occur when the vehicle cannot remain stationary due to damage to the parking ratchet.

[0129] Furthermore, according to an embodiment of the present invention, the protection mode execution determination device and the protection distance calculation device can be implemented in the MCU already set in the vehicle, thereby improving safety during fast charging with multiple input voltages without adding any components or systems. The protection mode execution determination device calculates the rotor torque and executes logic to compare it with a reference torque, and the protection distance calculation device executes logic to calculate the protection distance that minimizes the rotor torque and transmits it to the AVN module so that the driver can identify it.

[0130] Furthermore, various effects can be provided directly or indirectly through this invention.

[0131] Although exemplary embodiments of the present invention have been described for illustrative purposes, those skilled in the art will understand that various modifications, additions, and substitutions may be made without departing from the scope and spirit of the invention.

[0132] Therefore, exemplary embodiments disclosed in this invention are provided for descriptive purposes and are not intended to limit the scope of the invention's technical concept. It should be understood that these exemplary embodiments are not intended to limit the scope of the invention's technical concept. The scope of protection of this invention should be understood through the appended claims, and all technical concepts within the equivalent scope should be interpreted as being within the scope of the invention's claims.

Claims

1. A device for controlling the charging of an electric vehicle, the device comprising: The fast charging determination module is configured to compare the magnitude of the voltage of the charging power supplied from the electric vehicle power supply equipment with the magnitude of the voltage standard received from the high-voltage battery located in the electric vehicle to determine whether the charging power is supplied directly or boosted. An inverter configured to boost the voltage of the charging power supplied from the electric vehicle power supply equipment to a specified level or higher when the voltage of the charging power supply supplied for fast charging is lower than the voltage standard, and to supply the boosted voltage to the high-voltage battery. The drive motor is equipped with a stator three-phase coil that receives charging power from the electric vehicle power supply equipment; as well as The protection mode control module is configured to calculate the rotor torque generated during charging based on the rotor angle set in the drive motor before fast charging, and to make the rotor torque less than a preset reference torque. The reference torque is of a magnitude that would cause the parking ratchet to deteriorate or be damaged.

2. The apparatus for controlling charging of an electric vehicle of claim 1, wherein, The protection mode control module includes: A preliminary charging information receiving device is configured to receive vehicle stop information, rotor angle set in the drive motor, and battery charging current intensity before charging begins, as preliminary information for determining whether charging should commence; and The protection mode execution determination device is configured to, after calculating the rotor torque expected to occur during charging based on the rotor angle and the charging current intensity of the battery, compare the rotor torque with a preset reference torque to determine whether to execute the protection mode.

3. The device for controlling the charging of an electric vehicle according to claim 2, wherein, The charging preliminary information receiving device is configured to receive the rotor angle when the vehicle is stationary from a rotary transformer that measures the rotor position set in the drive motor.

4. The device for controlling the charging of an electric vehicle according to claim 2, wherein, The protection mode execution determination device is configured to: execute charging when the rotor torque is less than the reference torque, and determine the protection mode to execute guided charging after taking measures to reduce the rotor torque when the rotor torque is greater than the reference torque.

5. The apparatus for controlling the charging of an electric vehicle according to claim 2, wherein, The protection mode control module further includes: The rotor electrical angle torque map is configured to match and store the rotor torque for each electrical angle after pre-calculating the rotor torque expected to occur during charging corresponding to the rotor's electrical angle.

6. The apparatus for controlling the charging of an electric vehicle according to claim 2, wherein, The protection mode control module further includes: A memory configured to pre-calculate and store the magnitude of a reference torque that would degrade or damage the parking ratchet.

7. The apparatus for controlling the charging of an electric vehicle according to claim 2, wherein, The protection mode control module further includes: A protection distance calculation device is configured to calculate the required travel distance of the electric vehicle for correcting the current rotor angle, as the protection distance for executing a protection mode, such that when it is determined that a protection mode should be executed, the rotor torque expected to occur during charging will be reduced to less than a reference torque.

8. The apparatus for controlling the charging of an electric vehicle according to claim 7, wherein, The protection distance calculation device is configured to: calculate the difference between the current rotor angle received by the rotary transformer and the rotor angle when the rotor torque is zero as the electrical angle difference, and use the electrical angle difference and the tire dynamic radius to calculate the required travel distance for correcting the rotor angle as the protection distance.

9. The apparatus for controlling the charging of an electric vehicle according to claim 7, further comprising: An audio-visual navigation module is configured to receive and display, from a protection distance calculation device, whether a protection mode is to be executed and the protection distance at which the driver must move the vehicle.

10. The apparatus for controlling the charging of an electric vehicle according to claim 7, wherein, The protection mode execution determination device is configured to compare the rotor torque, which is recalculated based on the rotor angle corrected by the movement of the electric vehicle, with a reference torque to determine whether to execute the protection mode additionally.

11. A method for controlling the charging of an electric vehicle, the method comprising: When the voltage of the charging power supplied from the electric vehicle power supply equipment is lower than the voltage standard received from the high-voltage battery installed in the electric vehicle, the voltage of the charging power supply is boosted to a specified level or higher, and the boosted voltage is supplied; otherwise, it is determined that the voltage of the charging power supply is directly supplied to the high-voltage battery. Before charging, the system receives vehicle stop information, the rotor angle set in the drive motor, and the intensity of the charging current supplied to the battery as preliminary information to determine whether charging should proceed. After calculating the expected rotor torque during charging based on the rotor angle and charging current intensity, it is determined whether to execute the protection mode by comparing the rotor torque with a preset reference torque. The reference torque is of a magnitude that would cause the parking ratchet to deteriorate or be damaged.

12. The method of claim 11, further comprising: The required driving distance of the electric vehicle needed to correct the rotor angle is calculated as the protection distance, such that when it is determined that the protection mode should be executed, the rotor torque expected to occur during charging is reduced to less than the reference torque.

13. The method according to claim 12, wherein, The initial information received from the charging also includes: receiving the rotor angle at rest when the electric vehicle is stopped and the parking gear is in the P position from a rotary transformer that measures the rotor position set in the drive motor.

14. The method according to claim 12, wherein, Determining whether to execute protection mode includes: Determine whether an electric vehicle is in a stopped state for charging based on vehicle stop information; The magnitude of the rotor torque generated during charging is calculated using the rotor angle and the maximum charging current of the high-voltage battery.

15. The method according to claim 14, wherein, Determining whether to execute protection mode also includes: The rotor torque is compared with a preset reference torque, and when the rotor torque is greater than the reference torque, charging is initiated after a protection mode to reduce rotor torque is executed.

16. The method of claim 14, wherein, The calculation of rotor torque includes: The electrical angle corresponding to the rotor angle is derived from the previously stored rotor electrical angle-torque diagram, and the rotor torque matching the electrical angle is calculated.

17. The method of claim 14, wherein, The calculation of rotor torque includes: The maximum value of the rotor torque generated during charging is calculated by reflecting the torque change caused by the increase in the maximum intensity of the charging current of the high-voltage battery in the rotor torque calculated based on the rotor angle.

18. The method according to claim 14, wherein, The calculation of the protection distance includes: Calculate the difference between the current rotor angle received from the rotary transformer and the rotor angle when the rotor torque is zero; The protection distance is calculated by using the electrical angle difference and the tire dynamic radius to determine the required travel distance to correct the current rotor angle and move in order to offset the electrical angle difference.

19. The method of claim 12, further comprising: The audio and video navigation module displays the result of determining whether to execute the protection mode and the protection distance calculated when calculating the protection distance, so that the driver can recognize the result and the protection distance.

20. The method of claim 19, comprising: When displaying the confirmed results, after the vehicle movement is completed by vehicle movement guidance, the vehicle stop information and rotor angle are received again, and after calculating the rotor torque based on the corrected rotor angle, the rotor torque is compared with the reference torque to determine whether to re-execute the protection mode.

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