Charging device and operating method thereof

Abstract

A charging device comprises a connecting device and a power device, the connecting device comprises a power line, a control guide line and a connecting guide line, and the power device comprises a conversion circuit, an auxiliary power supply circuit and a controller. The conversion circuit converts a signal source connected with the guide wire into a first working power supply, and the auxiliary power supply circuit converts a power supply provided by the electric vehicle to the power line into a second working power supply. When the controller is stopped and the electric vehicle is coupled with the connecting device, the controller is started according to the first working power supply, and the operation mode to be executed at present is set to be a discharge mode. In the discharging mode, when a second working power supply is received, the controller changes the power acquisition source from the first working power supply to the second working power supply.

Description

Technical Field

[0001] The present disclosure relates to a charging device and an operation method thereof, particularly to a charging device capable of controlling the discharge of an electric vehicle and an operation method thereof. Background Art

[0002] Below Figure 1A 、 Figure 1B , an internal circuit schematic diagram of a traditional electric vehicle charging device applied to V2X (Vehicle-to-everything) is shown. The discharge mode of V2X generally refers to that its discharge mode can include vehicle-to-load V2L (vehicle to load), vehicle-to-home V2H (vehicle to home), vehicle-to-grid V2G (vehicle to grid), vehicle-to-vehicle V2V (vehicle to vehicle) and other discharge modes. Specifically, for the vehicle-to-load V2L discharge mode, one end of the charging device 100 can be coupled to a power supply socket, and the other end can be coupled to the electric vehicle 200. The electric vehicle 200 can provide alternating current power to the power supply socket through the charging device 100, and the power supply socket can include power output ports such as a socket and a USB port to supply power to the load coupled to the power supply socket. The discharge modes of vehicle-to-home V2H and vehicle-to-grid V2G are mainly that one end of the charging device 100 can be coupled to an emergency power supply socket or the mains, and the other end is coupled to the electric vehicle 200. When the household alternating current power is cut off, the electric vehicle 200 can provide alternating current power to the emergency power supply socket or the mains through the charging device 100 to provide emergency alternating current backup power. The vehicle-to-vehicle V2V discharge mode is mainly that one end of the charging device 100 can be coupled to the electric vehicle 200 providing power, and the other end can be coupled to the electric vehicle 200 receiving power. The electric vehicle 200 providing power can provide alternating current power to the electric vehicle 200 receiving power through the charging device 100 to supply backup power to the electric vehicle 200 receiving power.

[0003] Generally speaking, in the operation of the above V2X discharge mode, there is no wake-up function inside the charging device 100, so that the controller inside the charging device 100 cannot be woken up under the operation of the discharge mode in which the electric vehicle 200 discharges to the charging device 100. Therefore, the V2X discharge mode often needs to activate the switch S3 to make the current flow through different resistors R6, R7 (as Figure 1A shown), or directly short-circuit to the control lead 14 (as Figure 1B shown). However, neither of the above two can adjust the discharge current provided by the electric vehicle 200 in time, nor has the functions of ground protection, overcurrent protection, overvoltage protection and leakage current detection protection.

[0004] Therefore, how to design a charging device and its operation method to enable the controller without using additional external power when the controller is deactivated is a major research topic for the inventors of this case. SUMMARY OF THE INVENTION

[0005] To solve the above problems, the present disclosure provides a charging device to overcome the problems of the prior art. Accordingly, the charging device of the present disclosure includes a connection device, and the connection device includes a power line, a control guide wire, and a connection guide wire for coupling to an electric vehicle at one end. The charging device further includes a power device coupled to the other ends of the power line, the control guide wire, and the connection guide wire, and the power device includes a conversion circuit, an auxiliary power supply circuit, and a controller. The conversion circuit is coupled to the connection guide wire and the controller and is configured to convert the signal source of the connection guide wire into a first working power supply. The auxiliary power supply circuit is coupled to the power line and the controller and is configured to convert the power supply provided by the electric vehicle to the power line into a second working power supply. Wherein, when the controller is deactivated and the electric vehicle is coupled to the connection device, the controller is enabled according to the first working power supply, and the currently desired operation mode is set to the discharge mode; when the controller operates in the discharge mode and receives the second working power supply, the controller changes the power acquisition source from the first working power supply to the second working power supply.

[0006] To solve the above problems, the present disclosure provides an operation method of a charging device to overcome the problems of the prior art. Accordingly, the charging device of the present disclosure includes a connection device and a power device, the connection device includes a power line, a control guide wire, and a connection guide wire, and the power device includes a switch, a conversion circuit, and an auxiliary power supply circuit. The operation method includes the following steps: (a) When the power device is deactivated, the conversion circuit converts the signal source on the connection guide wire into a first working power supply according to the coupling of the electric vehicle to the connection device. (b) Set the currently desired operation mode to the discharge mode according to the first working power supply, and communicate with the electric vehicle through the control guide wire to receive the power supply provided by the electric vehicle to the power line. (c) The auxiliary power supply circuit converts the power supply into a second working power supply. When the second working power supply is received, the power acquisition source is changed from the first working power supply to the second working power supply.

[0007] The main object and effect of the present disclosure is that, mainly when the controller is deactivated, when the electric vehicle is coupled to the connection device, the power required for the electric vehicle to confirm whether the connection with the connection device is completed is used to enable the controller, so that subsequent operations can be performed after the controller is enabled. And, since such a power supply enabling method does not require using additional external power to supply power to the controller, the effect of reducing the configuration cost of external power and reducing the device volume can be achieved.

[0008] To further understand the technologies, means, and effects adopted by the present disclosure to achieve the intended purpose, please refer to the following detailed description and drawings of the present disclosure. It is believed that the purpose, features, and characteristics of the present disclosure can be deeply and specifically understood therefrom. However, the drawings are only for reference and illustration purposes and are not used to limit the present disclosure. Description of the Drawings

[0009] Figure 1A Schematic diagram of the internal circuit of one type of traditional electric vehicle charging device applied to V2X;

[0010] Figure 1B Schematic diagram of the internal circuit of another type of traditional electric vehicle charging device applied to V2X;

[0011] Figure 2 Schematic diagram of the internal circuit of the charging device of the present disclosure applied to the first embodiment of V2X;

[0012] Figure 3 Schematic diagram of the internal circuit of the charging device of the present disclosure applied to the second embodiment of V2X;

[0013] Figure 4A Schematic diagram of the first operation step of the charging device of the present disclosure applied to V2X;

[0014] Figure 4B Schematic diagram of the second operation step of the charging device of the present disclosure applied to V2X;

[0015] Figure 4C Schematic diagram of the third operation step of the charging device of the present disclosure applied to V2X;

[0016] Figure 4D Schematic diagram of the fourth operation step of the charging device of the present disclosure applied to V2X; and

[0017] Figure 5 Flowchart of the operation method of the charging device of the present disclosure.

[0018] Description of the Reference Numerals

[0019] 100: Charging device,

[0020] 1: Connecting device,

[0021] 12: Power line,

[0022] L: Live wire,

[0023] N: Neutral wire,

[0024] PE: Ground wire,

[0025] 14: Control lead wire,

[0026] 16: Connecting lead wire,

[0027] 18: Trigger circuit,

[0028] R6, R7: Resistors,

[0029] S3: Trigger switch,

[0030] 2: Power device,

[0031] 2A: First end,

[0032] 2B: Second end,

[0033] 22: Conversion circuit,

[0034] 24: Auxiliary power supply circuit,

[0035] 26: Controller,

[0036] SW: Switch,

[0037] 32: Detection module,

[0038] 320: Voltage detection circuit,

[0039] 322: Current detection circuit,

[0040] 324: Grounding detection circuit,

[0041] 326: Welding detection circuit,

[0042] 328: Leakage detection circuit,

[0043] 329: Temperature detection circuit,

[0044] 34: First control guidance module,

[0045] 36: Second control guidance module,

[0046] Dr: Drive circuit,

[0047] Fuse: Fuse,

[0048] 200: Electric vehicle,

[0049] 300: Load,

[0050] P: Power supply,

[0051] Sp: Signal source,

[0052] Pw1: First working power supply,

[0053] Pw2: Second working power supply,

[0054] Ps: Power supply parameter,

[0055] Sv: Voltage signal,

[0056] Si: Current signal,

[0057] Sm: Impedance signal,

[0058] Se: Welding signal,

[0059] Sr: Leakage current signal,

[0060] St: Temperature signal,

[0061] PWM: Pulse width modulation signal,

[0062] S100 - S400: Steps. Specific implementation manners

[0063] The technical content and detailed description of the present disclosure are described below in conjunction with the accompanying drawings.

[0064] Please refer to Figure 2 It is a schematic diagram of the internal circuit of the first implementation manner of the charging device of the present disclosure applied to V2X. Referring further to Figures 1A to 1B . One end of the charging device 100 is used to couple to the electric vehicle 200, and the other end can be used to couple to devices such as an emergency power supply socket, a receiving-end electric vehicle, and the mains. When the coupled device is the mains and the mains is powered on, the mains can provide, for example but not limited to, an AC power supply or a DC power supply to the charging device 100, and after communicating with the electric vehicle 200, the charging device 100 provides power P to charge the electric vehicle 200 (this operation is abbreviated as the charging mode). In addition, the charging device 100 of the present disclosure can also be applied to the discharging operation of V2X. Therefore, after coupling to the electric vehicle 200, the charging device 100 can adjust the operation mode to the V2X mode and feed the power provided by the electric vehicle 200 to devices 300 such as an emergency power supply socket, a receiving-end electric vehicle, and the mains without power (collectively referred to as the load 300 hereinafter) to supply power to the load 300. Among them, the V2X mode is, for example but not limited to, vehicle-to-load V2L, vehicle-to-home V2H, vehicle-to-mains V2G, vehicle-to-vehicle V2V and other discharging modes, and for the sake of simplicity, they are collectively referred to as the discharging mode hereinafter.

[0065] Furthermore, the charging device 100 includes a connection device 1 and a power device 2, and the connection device 1 can be a connector, a pluggable cable, or other devices. The connection device 1 includes a power line 12, a control lead 14, and a connection lead 16, and one ends of the power line 12, the control lead 14, and the connection lead 16 are used to couple to the electric vehicle 200. The power line 12 includes a live wire L, a neutral wire N, and a ground wire PE (i.e., a grounding wire), and the control lead 14 is coupled to a trigger circuit 18. The trigger circuit 18 includes resistors R6 and R7 connected in series, and a trigger switch S3 in parallel with the resistor R7. The function of the trigger circuit 18 is that when the connection device 1 desires to couple to the electric vehicle 200, the user needs to press the trigger switch S3 to change the impedance on the connection lead 16. Therefore, the current flowing through the connection lead 16 and the changing impedance generate a change in the voltage on the connection lead 16, enabling the electric vehicle 200 to confirm the completion of the connection between the electric vehicle 200 and the connection device 1 through this voltage change and perform subsequent operations accordingly.

[0066] It is worth mentioning that in one embodiment, the trigger circuit 18 is only a specific circuit required in certain specific electric vehicle brands and is not an essential circuit. Therefore, the connection device 1 can be configured with the trigger circuit 18 according to the requirements of each electric vehicle brand or only use a single resistor to couple between the connection lead 16 and the ground wire PE. Even there is only a single connection lead 16 on this path without other circuits, so it is not limited by Figure 2 this. In addition, in one embodiment, Figure 2 the power line 12 only shows a structure applicable to a single-phase AC power supply, but in fact, the power line 12 can be adjusted accordingly according to whether the power supply P is a single-phase, three-phase AC power supply or a DC power supply, which will not be elaborated here.

[0067] The first end 2A of the power device 2 is coupled to the other ends of the power line 12, the control lead 14, and the connection lead 16, and the second end 2B of the power device 2 is coupled to devices such as the mains power supply and the load 300. The power device 2 includes a conversion circuit 22, an auxiliary power supply circuit 24, and a controller 26, and the controller 26 can be a single control chip or a control module composed of multiple control chips plus a control circuit. The conversion circuit 22 is coupled to the connection lead 16 and the controller 26, and the conversion circuit 22 is used to convert the signal source Sp of the connection lead 16 into a first working power supply Pw1. The auxiliary power supply circuit 24 is coupled to the live wire L and the neutral wire N of the power line 12 and the controller 26, and is used to convert the power supply P provided by the electric vehicle 200 to the power line 12 into a second working power supply Pw2.

[0068] Furthermore, when the power device 2 operates in the charging mode and there is a power supply P input at the second terminal 2B, the controller 26 is enabled and can supply the power supply P to the electric vehicle 200 to charge the electric vehicle 200. However, when there is no power supply P input at the second terminal 2B, the controller 26 is deactivated due to the lack of a power source, rendering the power device 2 ineffective without any control means. However, under normal circumstances, if the operation mode of the power device 2 is to be changed to the discharge mode, additional external power (such as, but not limited to, an external battery, external power supply, etc.) must be used to supply power to the controller 26 to enable the controller 26. Therefore, it is inevitable that the power device 2 requires an additional power supply architecture, increasing its additional cost and the volume of the additional device. Therefore, the present disclosure mainly enables the controller 26 by using the power for the electric vehicle 200 to confirm whether it is connected to the connecting device 1 when the controller 26 is deactivated and the electric vehicle 200 is coupled to the connecting device 1, so that subsequent operations can be performed after the controller 26 is enabled. Moreover, since such a power supply enabling method does not require additional external power to supply power to the controller 26, the effect of reducing the configuration cost of the external power and the volume of the device can be achieved.

[0069] Furthermore, when the controller 26 is deactivated due to the lack of a power source and the electric vehicle 200 is coupled to the connecting device 1, the controller 26 is enabled according to the first working power supply Pw1. And after the controller 26 is enabled, the controller 26 can control the power device 2. Since there is no power supply P input at the second terminal 2B, the controller 26 sets the currently desired operation mode to the discharge mode and performs subsequent operations accordingly. When the controller 26 operates in the discharge mode subsequently and receives the second working power supply Pw2, it means that the electric vehicle 200 has supplied the power supply P to the power line 12, enabling the auxiliary power circuit 24 to convert the power supply P into the second working power supply Pw2.

[0070] Specifically, after the controller 26 is enabled by receiving the first working power supply Pw1, it changes the impedance on the connection lead 16 to notify the electric vehicle 200 to adjust to the discharge mode. Specifically, since the current flowing through the connection lead 16 and the changing impedance can cause a change in the voltage on the connection lead 16. Therefore, the controller 26 can adjust the voltage on the connection lead 16 to a specific voltage by, for example, but not limited to, adjusting its own load capacity, enabling the electric vehicle 200 to confirm that the current operation mode is the discharge mode based on this specific voltage.

[0071] Since the first working power supply Pw1 is only for temporary emergency power, it generally can only meet the minimum requirements of the controller 26 and is not sufficient to meet the requirements for the complete operation of the controller 26. On the other hand, since the second working power supply Pw2 has sufficient energy, its supply source is relatively stable, and it can meet the requirements for the complete operation of the controller 26. Therefore, the controller 26 changes the power acquisition source from the first working power supply Pw1 to the second working power supply Pw2 to switch the power source to the second working power supply Pw2 with more stable power supply and maintain the operation stability of the controller 26. In addition, for the circuit structure and operation steps other than the circuit features and operations described above in this disclosure, adaptive adjustments can be made under the norms of the electric vehicle charging technology field, and the better circuit structure and operation method of this disclosure will be further described later, so no further elaboration will be made here. Therefore, as long as the charging device 100 applies the Figure 2 above-mentioned circuit structure and operation method, it should fall within the scope of the rights of this disclosure.

[0072] Referring again to Figure 2 , the power device 2 of this disclosure may further include a switch SW, a detection module 32, a first control guiding module 34, and a second control guiding module 36. The switch SW is connected in series to the power line 12 and is coupled to the controller 26. In one embodiment, the switch SW, for example but not limited to, can be a relay or a semiconductor component, etc., and the relay is a preferred embodiment, but not limited thereto. The switch SW is mainly coupled to the power transmission path of the live wire L and the power transmission path of the neutral wire N, and when the switch SW is turned on or off, these two paths can be linked to be turned on or off simultaneously. Since the ground wire PE is the common grounding point of all components, there is no need for the switch SW to control its path to be turned on or off.

[0073] Furthermore, when the controller 26 is disabled, since the controller has no power and cannot control the switch SW, the switch SW is in the off state. And when the controller 26 receives the first working power supply Pw1, since the controller 26 has not completed communication with the electric vehicle 200 and there is no power supply P, the switch SW still remains in the off state. Then, when the power acquisition source is changed to the second working power supply Pw2, it means that the controller 26 has completed communication with the electric vehicle 200 and there is already power supply P provided to the power line 12. Therefore, the controller 26 controls the switch SW to be turned on to transmit the power supply P to the load 300 through the switch SW.

[0074] The detection module 32 is coupled to the power line 12 and the controller 26. When the power supply P is transmitted to the power line 12, the detection module 32 detects the power supply P to generate power supply parameters Ps. The controller 26 can selectively turn on or off the switch SW according to the corresponding power supply parameters Ps. When the power supply parameters Ps are abnormal, the controller 26 turns off the switch SW to open the power line 12 to prevent the transmission of the power supply P. Conversely, when the power supply parameters Ps are normal, the controller 26 turns on the switch SW to short-circuit the power line 12, so that the power line 12 can transmit the power supply P through the conduction of the switch SW. Referring again to Figure 2 , the detection module 32 includes a plurality of detection circuits, which can include, for example but not limited to, a voltage detection circuit 320, a current detection circuit 322, a ground detection circuit 324, a welding detection circuit 326, a leakage detection circuit 328, and a temperature detection circuit 329. The temperature detection circuit 329 is coupled to the controller 26, and the voltage detection circuit 320, the current detection circuit 322, the ground detection circuit 324, the welding detection circuit 326, and the leakage detection circuit 328 are respectively coupled to the power line 12 and the controller 26.

[0075] The voltage detection circuit 320 detects the voltage from the first terminal 2A to the switch SW to generate a voltage signal Sv, and the controller 26 determines whether the voltage on the power line 12 is normal according to the voltage signal Sv. The current detection circuit 322 detects the current from the first terminal 2A to the switch SW to generate a current signal Si, and the ground detection circuit 324 detects the ground impedance from the first terminal 2A to the switch SW to generate an impedance signal Sm, so that the controller 26 can determine whether the grounding of the power device 2 is normal according to the impedance signal Sm. The welding detection circuit 326 is coupled to the power line 12 between the switch SW and the second terminal 2B, and detects whether the switch SW is welded to generate a welding signal Se, so that the controller 26 can determine whether the switch SW can be correctly turned off according to the welding signal Se. The leakage detection circuit 328 is coupled to the power line 12 between the switch SW and the second terminal 2B, and detects whether there is a leakage current condition on the power line 12 to provide a leakage signal Sr, so that the controller 26 determines whether there is a leakage current condition on the power line 12 according to the leakage signal Sr. The temperature detection circuit 329 detects the ambient temperature inside the power device 2 to provide a temperature signal St, and the controller 26 determines whether the ambient temperature inside the power device 2 is too high according to the temperature signal St.

[0076] Therefore, the power supply parameter Ps may include a voltage signal Sv, a current signal Si, an impedance signal Sm, a welding signal Se, a leakage current signal Sr, and a temperature signal St, and the controller 26 determines whether to control the switch SW to conduct or disconnect according to the above signals. Further, the controller 26 may determine whether overvoltage / undervoltage (OV / UV), overcurrent (OC), ground fault, contact welding, and leakage current conditions occur in the power supply P on the power line 12 according to the voltage signal Sv, the current signal Si, the impedance signal Sm, the welding signal Se, and the leakage current signal Sr. And the controller 26 may determine whether an over-temperature (OT) condition occurs in the ambient temperature inside the power device 2 according to the temperature signal St.

[0077] When the above conditions do not occur, after the controller 26 completes the handshake communication with the electric vehicle 200 and the power acquisition source is the second working power supply Pw2, the controller 26 may control the switch SW to conduct to supply the power supply P to be transmitted by the power line 12. Conversely, except for contact welding, the controller 26 may control the switch SW to disconnect, so that the power line 12 is open-circuited and cannot transmit the power supply P. And when the contact welding condition occurs, since the switch SW cannot be smoothly disconnected, the controller 26 may, for example but not limited to, inform the electric vehicle 200 to stop providing the power supply P by controlling the handshake communication between the pilot wire 14 and the electric vehicle 200, or make the electric vehicle 200 determine that the connection is abnormal and interrupt the output of the power supply P by changing the impedance on the connection pilot wire 16,... and other ways to stop the power supply P from being provided to the power line 12.

[0078] Refer again to Figure 2 , the first control guidance module 34 is coupled to the control pilot wire 14 and the controller 26. The controller 26 may transmit a pulse width modulation signal PWM through the first control guidance module 34 to perform handshake communication with the electric vehicle 200 to confirm the magnitude of the dischargeable current. At the same time, the controller 26 may confirm the state of the electric vehicle 200 through the voltage level of the pulse width modulation signal PWM. In this way, the power supply capacity of the electric vehicle 200 can be obtained, and parameters such as the upper limit of the dischargeable current can be set according to the power supply capacity, and the electric vehicle 200 is informed accordingly to provide the power supply P. On the other hand, the second control guidance module 36 is coupled to the controller 26 and the second terminal 2B, and when the load 300 can also perform handshake communication with the power device 2 (for example but not limited to, the load 300 is a power receiving end electric vehicle), the controller 26 may also transmit a pulse width modulation signal PWM through the second control guidance module 36 to confirm the magnitude of the rechargeable current with the load 300, and after the three communicate with each other, the electric vehicle 200 is notified to provide the power supply P to the power line 12. It is worth mentioning that in an embodiment, the switch SW may be driven to conduct or disconnect through, for example but not limited to, a drive circuit Dr, but if the switch SW does not require a drive circuit Dr to drive, this component may be omitted.

[0079] Please refer to Figure 3Schematic diagram of the internal circuit of the charging device of the present disclosure applied to the second embodiment of V2X. Referring also to Figure 2 . Figure 3 is similar to the circuit architecture of Figure 2 , except that Figure 3 the conversion circuit 22 and the auxiliary power supply circuit 24 of Figure 2 are respectively coupled to the controller 26, and

[0080] the conversion circuit 22 of Figures 2 to 3 is coupled to the auxiliary power supply circuit 24 and the controller 26. Therefore, the controller 26 receives the first operating power supply Pw1 through an independent path from the conversion circuit 22 to the controller 26, and receives the second operating power supply Pw2 through an independent path from the auxiliary power supply circuit 24 to the controller 26. Therefore, when the controller 26 operates in the discharge mode and receives the second operating power supply Pw2, the controller 26 changes the power acquisition source from the first operating power supply Pw1 to the second operating power supply Pw2, and can disable the pin for receiving the first operating power supply Pw1, while controlling the conversion circuit 22 to standby or deactivate the conversion circuit 22 to reduce energy consumption. Alternatively, the controller 26 can also continuously enable the pin for receiving the first operating power supply Pw1, and adjust the voltage of the connection lead 16 to a specific voltage by adjusting its load extraction amount, so that the electric vehicle 200 can continuously confirm that the operation mode is the discharge mode. In addition, the conversion circuit 22 can also be a bidirectional converter. In addition to controlling the conversion circuit 22 to adjust the voltage of the connection lead 16 to a specific voltage, the controller 26 can also adjust to other voltages to change the current operation mode (such as but not limited to, standby, fault, etc. modes).

[0080] In addition, referring also to Figures 2 to 3, the conversion circuit 22 can be a boost converter, and when the controller 26 changes to the second working power supply Pw2 according to the power acquisition source, it controls the boost converter to standby or deactivate the boost converter. Further, when the power device 2 is connected to the electric vehicle 200 after the connection device 1 is plugged in, the voltage of the signal source Sp (i.e., the voltage across the connection lead 16 and the ground wire, which is, for example, but not limited to, 0.5V to 1.5V) can be boosted (for example, but not limited to, 3.3V or 5V) to provide a suitable first working power supply Pw1 to wake up the controller 26. And when the controller 26 is woken up, the voltage on the connection lead 16 can be changed to a specific voltage to notify the electric vehicle 200 to adjust to the discharge mode. It is worth mentioning that in one embodiment, the conversion circuit 221 should not be limited to being implemented only by a boost converter. Specifically, since the voltage of the signal source Sp is generally low in the application design of the charging device 100, it is difficult to meet the requirement of waking up the controller 26 (for example, but not limited to, 3.3V). However, if the voltage of the signal source Sp is already higher than the requirement for waking up the controller 26 (for example, but not limited to, 9V), then the conversion circuit 22 can also be a buck converter. Therefore, the conversion circuit 22 is mainly designed based on whether the voltage of the signal source Sp can meet the requirement of waking up the controller 26, and it can be any type of converter such as a boost or buck converter.

[0081] In addition, since the feature of the present disclosure is that in the discharge mode, the controller 26 can be woken up and can handshake communicate with the electric vehicle 200 to confirm the magnitude of the discharge current of the electric vehicle 200. Therefore, the magnitude of the current discharged by the electric vehicle 200 can be adjusted by the user. For example, but not limited to, the user can adjust it through a button, Bluetooth or an APP, and in addition to the original fuse Fuse on the power line 12, various types of detection modules 32 as described above can also be used for overcurrent protection against different discharge currents. It is worth mentioning that in one embodiment, Figure 3 The unillustrated circuits, coupling relationships and operation methods can be referred to Figure 2 , and will not be elaborated here.

[0082] In addition, in one embodiment, the above Figures 2 to 3The reason why the conversion circuit 22 is not included on the control lead 14 is that the high voltage level of the pulse width modulation signal PWM is generally around 5V. Therefore, when the controller 26 requires a working power supply of 3.3V, there is no need to use the conversion circuit 22 to boost the 5V voltage. Instead, it is optional to additionally configure a voltage regulator (such as, but not limited to, a linear voltage regulator) to stabilize the working power supply received by the controller 26 at 3.3V. Therefore, one of the features and effects of the present disclosure is that through the circuit architecture of V2X of the present disclosure, the controller can use the voltage of the signal source Sp (i.e., the cross voltage between the connection lead 16 and the ground wire) to boost the voltage to complete the self-wake-up function, without the need to additionally place a battery inside the V2X product, nor the need to perform pre-charging before operating the V2X product additionally, and the self-starting effect can be achieved.

[0083] Please refer to Figures 4A to 4D Schematic diagrams of the first to fourth operation steps of the charging device of the present disclosure applied to V2X, and further refer to Figures 2 to 3 . Among them, Figures 4A to 4D This is a further description of the preferred operation mode of the present disclosure, but not the only operation mode. Therefore, those skilled in the art can selectively combine Figures 4A to 4D the disclosed operation steps, and any other detailed operation steps that comply with the specifications to implement the operation of the discharge mode. Therefore, the operation of the discharge mode does not necessarily have to include all the steps of the present disclosure and be implemented according to their order, which is stated in advance.

[0084] In Figure 4A , when the connecting device 1 is not plugged into the electric vehicle 200, the controller 26 is deactivated due to the lack of a power source, and the controller cannot control the switch SW to conduct, so that the power transmission path is open. When the connecting device 1 is plugged into the electric vehicle 200, regardless of whether the user presses the trigger switch S3 or not, the electric vehicle 200 will provide the signal source Sp to the connection lead 16. And the signal source Sp is usually divided by the resistors R6 and R7 to confirm whether the connection with the connecting device 1 is completed by the electric vehicle 200. In addition to the above functions, the present disclosure is that the voltage of the signal source Sp can be converted into the first working power supply Pw1 required for the operation of the controller 26 through the conversion circuit 22, so that the controller 26 is restored from the deactivated state to the enabled state and starts to operate.

[0085] When the controller 26 starts to operate, the controller 26 can change the voltage on the connection lead 16 to a specific voltage to notify the electric vehicle 200 to adjust to the discharge mode. The specific adjustment method can be that the controller 26 adjusts its own load to adjust the voltage on the connection lead 16 to a specific voltage. Alternatively, the resistors R6 and R7 can be adjustable resistors, and the controller 26 can change the voltage on the connection lead 16 to a specific voltage by adjusting the impedance of the resistors R6 and R7. It is worth mentioning that in one embodiment, the controller 26 has multiple ways to change the voltage on the connection lead 16 to a specific voltage, which will not be elaborated one by one here.

[0086] After Figure 4B the controller 26 has notified the electric vehicle 200 to adjust to the discharge mode, the controller 26 can provide a pulse width modulation signal PWM to the electric vehicle 200 through the control lead 14 to obtain the magnitude of the discharge current that the electric vehicle 200 can provide and the status of the electric vehicle 200 after handshake communication with the electric vehicle 200. In this way, the power supply capacity of the electric vehicle 200 can be obtained, and parameters such as the upper limit of the dischargeable current can be set according to the power supply capacity. After Figure 4C the controller has completed the handshake communication with the electric vehicle 200 and obtained the power supply capacity of the electric vehicle 200 and set parameters such as the upper limit of the dischargeable current. Therefore, the controller 26 can notify the electric vehicle 200 to start discharging to the power line 12. After the electric vehicle provides the power supply P to the power line 12, the auxiliary power supply circuit 24 converts the power supply P on the power line 12 into the working power supply required by the controller 26 (i.e., the second working power supply Pw2).

[0087] Then, when the controller 26 receives the second working power supply Pw2, the controller 26 changes the main power supply source from the conversion circuit 22 to the auxiliary power supply circuit 24. And the controller 26 can choose to put the conversion circuit 22 on standby or deactivate the conversion circuit 22 to save power consumption. Alternatively, in addition to adjusting the voltage of the connection lead 16 to a specific voltage, the controller 26 can adjust it to other voltages to change the current operation mode (such as but not limited to, standby, fault, etc. modes), and inform the electric vehicle 200 accordingly. Among them, since the controller 26 has not yet confirmed whether the quality of the power supply P meets the specifications (which can be detected by the detection module 32), the controller 26 has not yet controlled the switch SW to conduct, so that the power supply P cannot be provided to the backend load 300 yet. After Figure 4D the controller 26 confirms through the detection module 32 that the quality of the power supply P meets the specifications, the controller 26 controls the switch SW to conduct to provide the power supply P from the power line 12 to the backend load 300 to supply power to the backend load 300. In this way, through Figures 4A to 4D the above steps, the startup operation of V2X can be completed.

[0088] Please refer to Figure 5This is a flowchart of the operation method of the charging device of the present disclosure. Referring also to Figures 2 to 4D . Figure 5 The operation method is mainly used for the charging device 100 that charges and discharges the electric vehicle 200, and the charging device 100 includes a connection device 1 and a power device 2. The connection device 1 includes a power line 12, a control lead 14, and a connection lead 16, and the power device 2 includes a switch SW, a conversion circuit 22, and an auxiliary power supply circuit 24. The operation method of the charging device 100 is mainly to wake up the controller 26 of the power device 2 in the discharge mode to identify and adjust the discharge current provided by the electric vehicle 200, and to provide functions of ground protection, overcurrent protection, overvoltage protection, and leakage current detection protection when the electric vehicle 200 discharges. Specifically, the operation method of the charging device 100 includes, when the power device is disabled, the conversion circuit converts the signal source on the connection lead to a first working power supply according to the coupling of the electric vehicle to the connection device (S100). The operation of step S100 can be referred to Figure 4A , which will not be elaborated here.

[0089] Then, set the currently to-be-executed operation mode as the discharge mode according to the first working power supply, and perform handshake communication with the electric vehicle through the control lead to receive the power supplied by the electric vehicle to the power line (S200). And the auxiliary power supply circuit converts the power to a second working power supply (S300). The operations of steps S200 to S300 can be referred to Figures 4B to 4C , which will not be elaborated here. Finally, when the second working power supply is received, change the power acquisition source from the first working power supply to the second working power supply (S400). The operation of step S400 can be referred to Figure 4D , which will not be elaborated here. It is worth mentioning that in one embodiment, Figure 5 For the detailed operation process not described, it can be referred to Figures 2 to 4D , which will not be elaborated here.

[0090] However, as described above, it is only a detailed description and drawings of the preferred specific embodiments of the present disclosure. However, the features of the present disclosure are not limited thereto and are not used to limit the present disclosure. The entire scope of the present disclosure should be subject to the following patent application scope. All embodiments that conform to the spirit of the patent application scope of the present disclosure and its similar changes should be included in the scope of the present disclosure. Any changes or modifications that can be easily thought of by any person of ordinary skill in the art within the field of the present disclosure can be covered by the patent scope of this case below.

Claims

1. A charging device, wherein, Comprising a connection device, the connection device includes one end for coupling a power line of an electric vehicle, a control guide wire, and a connection guide wire, and the charging device further includes: A power device, coupled to the other ends of the power line, the control guide wire, and the connection guide wire, and the power device includes: A conversion circuit, coupled to the connection guide wire, and configured to convert a signal source on the connection guide wire into a first working power supply; and An auxiliary power supply circuit, coupled to the power line, and configured to convert a power supply provided by the electric vehicle to the power line into a second working power supply; A controller, coupled to the conversion circuit and the auxiliary power supply circuit; Wherein, when the controller is deactivated and the electric vehicle is coupled to the connection device, the controller is enabled according to the first working power supply, and a currently desired operation mode is set to a discharge mode; when the controller operates in the discharge mode and receives the second working power supply, the controller changes the power acquisition source from the first working power supply to the second working power supply.

2. The charging device according to claim 1, wherein, After the controller is enabled upon receiving the first working power supply, it changes a voltage on the connection guide wire to a specific voltage to notify the electric vehicle to adjust to a discharge mode.

3. The charging device according to claim 2, wherein, After adjusting to the discharge mode, handshake communication is performed with the electric vehicle through the control guide wire to confirm the magnitude of a discharge current of the electric vehicle, and the electric vehicle is notified to provide the power supply according to the discharge current.

4. The charging device according to claim 1, wherein, The power device further includes: A switch, connected in series to the power line, and coupled to the controller; Wherein, when the controller is deactivated, the switch is in an open state, and when the controller changes the power acquisition source to the second working power supply, it controls the switch to conduct, so as to transmit the power supply to a load through the switch.

5. The charging device according to claim 4, wherein, The power device further includes: A detection module, coupled to the power line and the controller, and detecting the power supply to generate a power supply parameter; Wherein, the controller controls the switch to conduct or disconnect according to the power supply parameter.

6. The charging device according to claim 1, wherein, When the controller changes the power acquisition source to the second working power supply, it controls the conversion circuit to standby or deactivate the conversion circuit.

7. A method for operating a charging device, wherein, The charging device includes a connection device and a power device, the connection device includes a power line, a control guide wire, and a connection guide wire, and the power device includes a switch, a conversion circuit, and an auxiliary power supply circuit. The operation method includes the following steps: When the power device is deactivated, the conversion circuit converts a signal source on the connection guide wire into a first working power supply according to an electric vehicle being coupled to the connection device; Set a currently desired operation mode to a discharge mode according to the first working power supply, and perform handshake communication with the electric vehicle through the control guide wire to receive a power supply provided by the electric vehicle to the power line; The auxiliary power supply circuit converts the power supply into a second working power supply; And When receiving the second working power supply, change the power acquisition source from the first working power supply to the second working power supply.

8. The method of operating a charging device according to claim 7, wherein, It further includes the following steps: After enabling the power device upon receiving the first working power supply, change a voltage on the connection guide wire to a specific voltage; and Notify the electric vehicle through the specific voltage that the currently desired operation mode is the discharge mode.

9. The method of operating a charging device according to claim 7, wherein, It further includes the following steps: During this discharge mode, the magnitude of a discharge current of the electric vehicle is confirmed by handshake communication with the electric vehicle through the control lead wire; and The electric vehicle is notified to provide the power supply according to the discharge current.

10. The method of operating a charging device according to claim 7, wherein, The charging device further includes a switch connected in series to the power line, and the operation method further includes the following steps: When the power acquisition source is changed to the second working power supply, controlling the switch to conduct; and Transmitting the power supply to a load through the switch.

11. The method for operating a charging device according to claim 7, wherein, It further includes the following steps: Detecting the power supply through a detection module and receiving a power supply parameter generated by the detection module; and Controlling the switch to conduct or disconnect according to the power supply parameter.

12. The method of operating a charging device according to claim 7, wherein, It further includes the following steps: When the power acquisition source is changed to the second working power supply, controlling the conversion circuit to be deactivated.

Images