Wake-up circuit of electric vehicle charger and operation method thereof

Abstract

A wake-up circuit of an electric vehicle charger includes a power path coupled to a power device and an electric vehicle, an auxiliary power circuit coupled to the power path, and a system controller. The wake-up circuit comprises a first switch, a controller and a second switch, and the first switch is used for receiving a trigger. When the electric vehicle charger is in a power failure state, the controller is started according to the energy storage voltage. In a power failure state, the controller drives the second switch according to triggering to provide a first power supply path and notifies the electric vehicle to be set in a feed mode, so that the electric vehicle provides electric power, and the auxiliary power supply circuit provides a first direct-current voltage to supply power to the system controller according to the electric power of the electric vehicle from the first power supply path. The invention further relates to an operation method of the electric vehicle charger.

Description

Technical Field

[0001] This disclosure relates to a wake-up circuit and its operating method, and particularly to a wake-up circuit and its operating method for an electric vehicle charger. Background Technology

[0002] Currently, electric vehicles are gradually shifting from fuel-powered to electric-powered systems due to the emphasis on energy conservation and carbon reduction. Electric vehicles (generally referring to electric cars) are powered by batteries, requiring battery charging to maintain their range. Furthermore, since the batteries in electric vehicles can store electricity, when the battery is fully charged, it can also feed power back to the electric vehicle charger to power electrical devices 300 (such as, but not limited to, the power grid, emergency power outlets, etc.) coupled to the charger. However, in conventional electric vehicle chargers, when using the electric vehicle's battery power to supply electrical devices, the electrical devices are considered loads and generally cannot supply power to the charger. This causes the system controller inside the charger to fail to activate due to the lack of power, preventing the charger from communicating with the electric vehicle to set charging and discharging modes. This results in inconvenience in use and difficulty in setting operating modes.

[0003] Therefore, how to design a wake-up circuit for an electric vehicle charger and its operation method to solve the problem that the system controller inside the electric vehicle charger cannot be successfully activated when the electric vehicle needs to feed power back to the electric vehicle charger is a major research topic that the creator of this publication intends to conduct. Summary of the Invention

[0004] To address the aforementioned problems, this invention provides a wake-up circuit for an electric vehicle charger. The electric vehicle charger includes a power path coupled to an electric device and an electric vehicle, and an auxiliary power supply circuit coupled to the power path. When the electric device fails to provide power to the power path, the power path is disconnected, and the auxiliary power supply circuit cannot provide a first DC voltage to the system controller based on the device power, thus entering a power outage state. The wake-up circuit includes a first switch, a controller, a connection terminal, and a second switch. The first switch is used to receive a trigger. The controller is coupled to the electric vehicle and the first switch, and the connection terminal is coupled to the controller. The connection terminal is used to couple to an energy storage device, so that in the power outage state, the controller is activated based on the energy storage voltage provided by the energy storage device. The second switch is coupled to the power path to the first power supply path of the auxiliary power supply circuit and the controller, and when the controller drives the second switch, the second switch conducts the first power supply path. In the power outage state, the controller drives the second switch based on a trigger and informs the electric vehicle to set to a power supply mode, causing the electric vehicle to provide vehicle power to the first power supply path, and the auxiliary power supply circuit provides a first DC voltage to the system controller based on the vehicle power from the first power supply path.

[0005] To address the aforementioned problems, the present invention provides an operating method for an electric vehicle charger, wherein the electric vehicle charger is used to couple an electric device and an electric vehicle via a power path. The operating method of the electric vehicle charger includes the following steps: (a) When the electric device fails to provide device power to the power path, the power path is disconnected, and the auxiliary power supply circuit of the electric vehicle charger cannot provide a first DC voltage to the system controller of the electric vehicle charger based on the device power, thereby disabling the system controller and entering a power-off state. (b) In the power-off state, a trigger is detected based on the stored energy voltage. (c) When a trigger is received, the power path is connected to the first power supply path of the auxiliary power circuit based on the trigger, and the electric vehicle is informed to be set to a power-feeding mode. (d) In the power-feeding mode, the first power supply path is connected, allowing the electric vehicle to provide vehicle power through the first power supply path. (e) The auxiliary power circuit provides a first DC voltage to the system controller based on the vehicle power from the first power supply path, thereby enabling the system controller. (f) When the system controller is enabled, the system controller and the electric vehicle perform handshake communication, and upon completion of the handshake communication, the power path is short-circuited to feed vehicle power to the electric device.

[0006] The main objective and technical effect of this disclosure is that, after the electric vehicle charger is connected to an electric vehicle, the user presses a trigger to provide a specific signal to notify the electric vehicle, causing the electric vehicle to provide power to wake up the system controller inside the electric vehicle charger. Therefore, the electric vehicle charger of this disclosure can be started smoothly even when there is no power, and there is no need to use an external power supply device to keep the electric vehicle charger in a continuous operating state.

[0007] To gain a deeper understanding of the techniques, means, and effects employed by this invention to achieve its intended purpose, please refer to the following detailed description and accompanying drawings. It is believed that the purpose, features, and characteristics of this invention can be understood in a thorough and specific manner from these drawings. However, the drawings are provided for reference and illustration only and are not intended to limit the scope of this invention. Attached Figure Description

[0008] Figure 1 This is a circuit block diagram of the electric vehicle charger disclosed herein;

[0009] Figure 2 This is a circuit block diagram of a first embodiment of the wake-up circuit of this disclosure;

[0010] Figure 3A This is a first operation flowchart of the first embodiment of the electric vehicle charger disclosed herein;

[0011] Figure 3B This is a second operation flowchart of the first embodiment of the electric vehicle charger disclosed herein;

[0012] Figure 4 This is a circuit block diagram of a second embodiment of the wake-up circuit of this disclosure;

[0013] Figure 5A This is a first operation flowchart of the second embodiment of the electric vehicle charger disclosed herein;

[0014] Figure 5B This is a second operation flowchart of a second embodiment of the electric vehicle charger disclosed herein;

[0015] Figure 6 This is a circuit block diagram of a third embodiment of the wake-up circuit of this disclosure;

[0016] Figure 7A This is a first operation flowchart of the third embodiment of the electric vehicle charger disclosed herein;

[0017] Figure 7B This is a second operation flowchart of the third embodiment of the electric vehicle charger disclosed herein;

[0018] Figure 8 This is a circuit block diagram of a fourth embodiment of the wake-up circuit of this disclosure;

[0019] Figure 9A This is a first operation flowchart of the fourth embodiment of the electric vehicle charger disclosed herein;

[0020] Figure 9B This is a second operation flowchart of the fourth embodiment of the electric vehicle charger disclosed herein;

[0021] Figure 10 This is a circuit block diagram of the fifth embodiment of the wake-up circuit of this disclosure;

[0022] Figure 11A This is a first operation flowchart of the fifth embodiment of the electric vehicle charger disclosed herein; and

[0023] Figure 11B This is a second operation flowchart of the fifth embodiment of the electric vehicle charger disclosed herein.

[0024] Explanation of reference numerals in the attached figures:

[0025] 100: Electric vehicle charger

[0026] 100A: Connection Port

[0027] 1: Power Path

[0028] 2: Main switch

[0029] P1: First power supply path

[0030] P2: Second power supply path

[0031] 3: Auxiliary power supply circuit

[0032] 4: System Controller

[0033] Pcp: Control Guide Pin

[0034] Ppp: Connector pin

[0035] 5: Wake-up circuit

[0036] 4A: Controller

[0037] Q1: First transistor

[0038] Q2: First transistor

[0039] A: First end

[0040] B: Second end

[0041] C: Control terminal

[0042] 52: First Switch

[0043] 54: Second Switch

[0044] Pd: Driver path

[0045] R: Resistance

[0046] 56: Connection end

[0047] 60: Voltage regulator

[0048] 62: Conversion Circuit

[0049] Do: Unidirectional conduction element

[0050] 6: Bridge rectifier circuit

[0051] 200: Electric vehicles

[0052] 200A: Automotive controller

[0053] CP: Control Guide End

[0054] PP: Connecting guide end

[0055] 300: Electrical Equipment

[0056] 400: Energy storage device

[0057] Sp: Pulse

[0058] Pa: Device power

[0059] Pv: Vehicle Power

[0060] Vdc1: First DC voltage

[0061] Vdc2: Second DC voltage

[0062] Vdc3: Third DC voltage

[0063] Vb: Energy storage voltage

[0064] Vref1: First reference potential

[0065] Vref2: Second reference potential

[0066] Tg: Trigger

[0067] Sc: Control signal

[0068] T1: First specific time

[0069] T2: Second specific time

[0070] S1~S16: Steps Detailed Implementation

[0071] The technical content and detailed description of the present invention are explained below with reference to the accompanying drawings:

[0072] Please see Figure 1 This is a circuit block diagram of the electric vehicle charger disclosed herein. Figure 1 The electric vehicle charger 100 includes a power path 1, a main switch 2, an auxiliary power circuit 3, a system controller 4, and a wake-up circuit 5. One end of the power path 1 is coupled to the electric vehicle 200, and the other end is coupled to the power device 300. The power device 300 can be a power supply device such as the power grid or an electric vehicle charging station, and its type depends on the type of electric vehicle charger 100 and is not limited here. The main switch 2 is connected in series with the power path 1, and the system controller 4 is used to control the on / off state of the main switch 2 to short-circuit or open-circuit the power path 1. The auxiliary power circuit 3 is coupled to the power path 1 to convert the power in the power path 1 to supply power to the system controller 4. Specifically, one end of the auxiliary power circuit 3 is coupled to the power path 1 between the main switch 2 and the electric vehicle 200 through a first power supply path P1, and the other end of the auxiliary power circuit 3 is coupled to the power path 1 between the main switch 2 and the power device 300 through a second power supply path P2. Furthermore, when either the power device 300 or the electric vehicle 200 is powered, the auxiliary power supply circuit 3 can receive power through the first power supply path P1 or the second power supply path P2, and perform power conversion to power the system controller 4.

[0073] On the other hand, the system controller 4 includes a control pilot pin Pcp and a proximity pilot pin Ppp. The control pilot pin Pcp and the proximity pilot pin Ppp are connected to the electric vehicle 200 via a connection port 100A, such as a charging gun, and are respectively coupled to the corresponding ends of the vehicle controller 200A inside the electric vehicle 200. That is, the control pilot pin Pcp is coupled to the control pilot end CP of the vehicle controller 200A, and the proximity pilot pin Ppp is coupled to the proximity pilot end PP of the vehicle controller 200A. Since the two are connected, for the sake of brevity, only a single end (or pin) will be described below. Taking the proximity pilot end PP as an example, if a component is described as being coupled to the proximity pilot end PP, although the component is not explicitly stated as being coupled to the proximity pilot pin Ppp, since the two are connected, the meaning also includes the component being coupled to the proximity pilot pin Ppp, and so on. This will not be elaborated further here.

[0074] Furthermore, the connection guide pin Ppp primarily determines whether the connection port 100A is correctly connected to the electric vehicle 200 by measuring the impedance / voltage along its path when the connection port 100A is plugged in. Additionally, the system controller 4 can also determine the maximum current that the power path can transmit (i.e., the upper limit of the charging / discharging current) by measuring the impedance / voltage along this path. The control guide pin Pcp primarily communicates with the electric vehicle 200 via pulse Sp after the system controller 4 is activated, using handshake communication (i.e., mutual transmission of pulse Sp) to obtain parameters such as the charging / discharging status and charging / discharging current of the electric vehicle 200.

[0075] When the power device 300 is powered and the electric vehicle charger 100 is not yet coupled to the electric vehicle 200, the auxiliary power circuit 3 can continuously convert the device power Pa provided by the power device 300 to a first DC voltage Vdc1 based on the device power Pa from the second power supply path P2, and provide the first DC voltage Vdc1 to power the system controller 4. Therefore, the system controller 4 is usually already activated and in working state, and the working state can generally be preset to charging mode. Furthermore, when the electric vehicle 200 is coupled to the electric vehicle charger 100, the system controller 4 can determine whether the connection port 100A is correctly plugged into the electric vehicle 200 by connecting the guide pin Ppp, and can learn the charging and discharging status, charging and discharging current, and other parameters of the electric vehicle 200 by controlling the guide pin Pcp to communicate with the electric vehicle 200. Furthermore, after the communication is completed, the system controller 4 turns on the main switch 2 to transmit the device power Pa provided by the power device 300 to the electric vehicle 200 to charge the electric vehicle 200.

[0076] Conversely, when the power device 300 loses power, since the power device 300 does not provide device power Pa, the auxiliary power supply circuit 3 cannot receive device power Pa from the second power supply path P2, and therefore cannot convert device power Pa into the first DC voltage Vdc1 to supply power to the system controller 4. Therefore, the system controller 4 is disabled and enters a power-off state. That is, the existing electric vehicle charger 100 cannot operate when the system controller 4 is without power, resulting in the electric vehicle charger 100 being completely unable to respond even when the electric vehicle 200 is plugged into the connection port 100A. In contrast, the electric vehicle charger 100 of this disclosure can be activated by the operation of the wake-up circuit 5 when the electric vehicle 200 is plugged into the connection port 100A in a power-off state, and attempts to communicate with the electric vehicle 200 to adjust to a power supply mode so that the electric vehicle 200 can supply power to the power device 300. Specifically, the wake-up circuit 5 receives the trigger Tg and adjusts the voltage, signal and other parameters on the connection guide pin Ppp or control guide pin Pcp according to the trigger Tg, so that it can be activated with the assistance of the electric vehicle 200 when the electric vehicle charger 100 is de-energized, so that the system controller 4 can attempt to communicate with the electric vehicle 200.

[0077] Please see Figure 2 This is a circuit block diagram of the first embodiment of the wake-up circuit of this disclosure, which can be further referenced. Figure 1 . Figure 2 The electric vehicle charger 100 is mainly in Figure 1 The circuit architecture of the electric vehicle charger 100 and the wake-up circuit 5 are shown in detail. Specifically, the electric vehicle charger 100 may also include two bridge rectifier circuits 6. The bridge rectifier circuits 6 are respectively configured in the first power supply path P1 and the second power supply path P2, and are respectively coupled between the two terminals of the main switch 2 and the auxiliary power supply circuit 3. The auxiliary power supply circuit 3 may be, for example, but not limited to, a flyback conversion circuit, but is not limited thereto. Any conversion circuit that can convert electricity into DC voltage should be included in the scope of this embodiment. The bridge rectifier circuit 6 can be used to rectify the AC power on the power path 1, and if the power path 1 is DC power, the bridge rectifier circuit 6 can be omitted.

[0078] The wake-up circuit 5 is coupled between the connection guide terminal PP of the electric vehicle 200 and the auxiliary power supply circuit 3, and the wake-up circuit 5 includes a first switch 52, a controller 4A, a second switch 54, and a connection terminal 56. The first switch 52 is used to receive a trigger Tg provided by the user and short-circuit the contacts at both ends of the first switch 52, and the first switch 52 can be a push-button switch, a touch switch, or other switching element used to conduct according to the trigger Tg. In this disclosure, the first switch 52 is illustrated by a push-button switch. The controller 4A is coupled to the first switch 52 and can be used to couple the electric vehicle 200 through the connection port 100A. The controller 4A can be coupled to the electric vehicle 200 through the connection guide pin Ppp or the control guide pin Pcp. Other embodiments will be further described later, and will not be repeated here. Furthermore, controller 4A can be a device independent of system controller 4 (e.g., but not limited to, a microcontroller, digital signal processor, field-programmable gate array, or other device with signal processing capabilities), but it can also be system controller 4. The operation methods of these two are slightly different, and in this embodiment, controller 4A is described as a device independent of system controller 4. Further explanation of other embodiments will follow later.

[0079] The second switch 54 is coupled to the first power supply path P1 and the controller 4A, and when the controller 4A drives the second switch 54, the second switch 54 conducts the first power supply path P1. Here, "driving" can refer to the controller 4A directly or indirectly controlling the second switch 54 to turn on / off. For example, but not limited to, the second switch 54 can be a magnetic relay, where the controller 4A directly provides voltage to magnetize the second switch 54, causing it to attract the two contacts on the first power supply path P1 and short-circuit. Alternatively, the second switch 54 can be a solid-state relay (SSR), where the controller 4A indirectly drives the second switch 54 to conduct by providing voltage to make a light-emitting diode light up, short-circuiting the two contacts on the first power supply path P1. Besides these, the second switch 54 can also be a transistor, optocoupler, or other directly or indirectly driven device, without limitation.

[0080] Connection terminal 56 is coupled to controller 4A and is used to couple to energy storage device 400, which provides energy storage voltage Vb. Therefore, in a power outage state, controller 4A can be activated based on the energy storage voltage Vb provided by energy storage device 400. Furthermore, when activated, controller 4A can detect whether a user has pressed the first switch 52, generating a trigger Tg, and instruct the electric vehicle 200 to set to power-off mode based on the trigger Tg. Controller 4A can employ various detection methods, such as directly detecting the signal generated by the user pressing the first switch 52. Figure 2As shown, when the first switch 52 is pressed, the controller 4A detects the change in its potential and determines that the first switch 52 has been pressed. The above detection method is only an illustrative example; there are many other detection methods, which will not be described in detail here.

[0081] On the other hand, in one embodiment, the energy storage device 400 can be an external battery, and the external battery is, for example, but not limited to, readily available batteries such as supercapacitors and carbon-zinc batteries. Since additional power is difficult to obtain in remote areas far from cities, and the electric vehicle 200 happens to lack the function of automatically setting itself to a temporary power-off mode, the controller 4A of the electric vehicle charger 100 still cannot be successfully started, causing inconvenience in use. Therefore, Figure 2 The wake-up circuit 5 can be coupled to an external battery via connection terminal 56 to receive the energy storage voltage Vb and thereby activate the controller 4A to avoid the aforementioned situation. Furthermore, in the case where the electric vehicle charger 100 is a fixed device that is inconvenient to move, the operator can also enable the electric vehicle charger 100 to have a power outage wake-up function by simply replacing the battery.

[0082] As is well known, the energy storage voltage Vb changes according to the amount of electricity in the energy storage device 400. Therefore, to prevent the energy storage device 400 from having insufficient energy storage voltage Vb to activate the controller 4A when the electricity level is low, the wake-up circuit 5 may optionally include a voltage regulator 60. The voltage regulator 60 is coupled to the connection terminal 56 and the controller 4A, and the voltage regulator 60 is used to convert the energy storage voltage Vb into a second DC voltage Vdc2. In this way, a second DC voltage Vdc2 with a fixed voltage level can be provided to the controller 4A to provide stable power to the controller 4A and prevent the voltage level of the energy storage voltage Vb from being too low to activate the controller 4A. However, if the situation of the energy storage voltage Vb being too low is not considered, the voltage regulator 60 can be omitted. It is worth mentioning that in this embodiment, the voltage regulator 60 is preferably a low-power, low-cost power conversion device such as a linear regulator (LDO), but it can also be a device with power conversion function controlled by the controller, such as, but not limited to, a DC-DC converter (applicable embodiments will be described later).

[0083] It is worth mentioning that, in one embodiment, the second switch 54 is preferably a relay. Specifically, some safety regulations include not only voltage withstand specifications but also other safety specifications (such as, but not limited to, distance, current withstand, etc.). In addition, the conduction loss of a relay is also smaller (compared to an ORing diode), making it more efficient. Therefore, in situations where safety regulations make it unfavorable to use an ORing diode, a relay can be used as a preferred implementation. Specifically, since the driving voltage of a relay is low, it can be driven smoothly using a weak energy storage voltage Vb. However, if the situation of excessively low energy storage voltage Vb is not considered, it is not limited to use only relays. Any relay or switch that can be controlled to turn the path on or off should be included in the scope of this embodiment.

[0084] When the power supply device 300 fails due to power outage, malfunction, or other reasons, or when the user wants to use the vehicle's power supply Pv as a power source (for example, but not limited to, using the power stored in the electric vehicle 200 during periods of high electricity prices), and the electric vehicle charger 100 is not yet coupled to the electric vehicle 200, the power supply path 1 from the power supply device 300 to the electric vehicle 200 will be without power due to the failure of the power supply device Pa. Regardless of the cause, the auxiliary power supply circuit 3 will find it difficult to obtain a compliant power supply device Pa from the second power supply path P2 between the power supply device 300 and the main switch 2. Therefore, the auxiliary power supply circuit 3 cannot provide the first DC voltage Vdc1 based on the power supply device Pa, and cannot provide the first DC voltage Vdc1 to power the system controller 4. As a result, the system controller 4 is forced to shut down (disable) and enter a power outage state, causing the entire electric vehicle charger 100 to stop operating.

[0085] exist Figure 2 In this embodiment, controller 4A is coupled to connection guide pin Ppp and connection guide terminal PP of electric vehicle 200. In a power-off state, when electric vehicle 200 is coupled to connection port 100A of electric vehicle charger 100, the system controller 4 is not powered on and therefore not activated, making the electric vehicle charger 100 completely unable to respond to the insertion of electric vehicle 200. Furthermore, since no trigger Tg is generated when electric vehicle 200 is coupled to electric vehicle charger 100 and the user has not pressed the first switch 52, controller 4A does not adjust the impedance of connection guide terminal PP, maintaining the impedance of connection guide terminal PP at the first impedance in normal charging mode. Additionally, electric vehicle 200 has not changed to power-feeding mode and therefore does not provide vehicle power Pv to power path 1.

[0086] Generally, when the connection pin Ppp of the system controller 4 is coupled to the connection terminal PP of the electric vehicle 200, the connection terminal PP will have a specific current output. This specific current flows through a pre-set impedance (e.g., but not limited to a resistor) in this path, generating a voltage, and the connection pin Ppp of the system controller 4 or the connection terminal PP of the electric vehicle 200 can determine the impedance by detecting this voltage. To avoid making the description of this feature too lengthy later, only the change in impedance will be briefly described below without going into detail about the principle behind it.

[0087] Then, when the user presses the first switch 52, a trigger Tg is generated due to the pressing of the first switch 52. The controller 4A can adjust the impedance of the connecting guide terminal PP from a first impedance to a second impedance according to the trigger Tg. Therefore, the electric vehicle 200 can detect that the impedance from the connecting guide terminal PP to the connecting guide pin Ppp has changed. In this way, the electric vehicle 200 is informed that the operating mode needs to be set to the power supply mode. The controller 4A has various means of adjusting the impedance of the connecting guide terminal PP. For example, but not limited to, in... Figure 2 The impedance of the connection terminal PP is adjusted by turning the first transistor Q1 on or off.

[0088] Specifically, the first transistor Q1 includes a first terminal A, a second terminal B, and a control terminal C. The type of the first transistor Q1 is not limited; any semiconductor element that can be used for turn-on / off (e.g., but not limited to BJTs, FETs, etc.) should be included within the scope of this embodiment. In one embodiment, the first transistor Q1 may be a PNP type transistor as an illustrative example, but this is not a limitation; it can be adapted according to the operating logic of this disclosure. The first terminal A of the first transistor Q1 is coupled to the lead terminal PP (connected to lead pin Ppp), the second terminal B of the first transistor Q1 is coupled to the first reference potential Vref1, and the control terminal C of the first transistor Q1 is coupled to the controller 4A. Since it is difficult to obtain additional power when the electric vehicle charger 100 is in a power-off state, it is preferred that the first reference potential Vref1 be grounded, but this is not a limitation; a non-zero potential can be provided using, for example, but not limited to, a supercapacitor.

[0089] When the user presses the first switch 52, generating a trigger Tg, the controller 4A turns on the first transistor Q1 according to the trigger Tg, coupling the connection guide PP to the first reference potential Vref1. That is, connecting the connection guide PP to the first reference potential Vref1 changes the voltage in its path, and the impedance of this path is also changed accordingly, informing the electric vehicle 200 to set the operating mode to the power-feed mode. This allows the electric vehicle 200 to detect the impedance change by sensing the voltage change and thus set the operating mode to power-feed mode. Conversely, when the user does not press the first switch 52 and no trigger Tg is generated, the controller 4A turns off the first transistor Q1, keeping the impedance of the connection guide PP at its original impedance (e.g., but not limited to, the first impedance, or any impedance in other operating modes).

[0090] On the other hand, the wake-up circuit 5 may optionally include a resistor R. The resistor R is connected in series in the path connecting the pilot terminal PP to the first reference potential Vref1. Besides changing the impedance of the pilot terminal PP when the first transistor Q1 is turned on, the resistor R also limits the current in the path from the pilot terminal PP to the first reference potential Vref1 to prevent excessive current from damaging the electronic components (i.e., the first transistor Q1). Therefore, with the resistor R, the electric vehicle 200 can have the resistor R connected in parallel in the path from the pilot terminal PP to the first reference potential Vref1 when the user presses the first switch 52, so that the impedance of the pilot terminal PP changes from the first impedance to the second impedance according to the effect of the resistor R. In this way, the electric vehicle 200 can be set to a power supply mode, providing vehicle power Pv to power path 1 (at this time, the system controller 4 has not yet turned on the main switch 2).

[0091] Furthermore, when the user presses the first switch 52, generating a trigger Tg, the controller 4A also drives the second switch 54 according to the trigger Tg, causing the second switch 54 to conduct the first power supply path P1. The controller 4A has various means of driving the second switch 54. For example, but not limited to, in... Figure 2 The second switch 54 is driven by turning the second transistor Q2 on or off. The type and characteristics of the second transistor Q2 may be similar to or different from those of the first transistor Q1, but are not limited thereto. Specifically, the second transistor Q2 also includes a first terminal A, a second terminal B, and a control terminal C. The first terminal A of the second transistor Q2 is coupled to the second switch 54, the second terminal B of the second transistor Q2 is coupled to the second reference potential Vref2, and the control terminal C of the second transistor Q2 is coupled to the controller 4A. The second reference potential Vref2 is similar to the first reference potential Vref1, preferably ground, but is not limited thereto, and it may have a different voltage value than the first reference potential Vref1.

[0092] When the user presses the first switch 52, generating a trigger Tg, the controller 4A turns on the second transistor Q2 according to the trigger Tg, short-circuiting the drive path Pd from the connection terminal 56, the second switch 54 to the second reference potential Vref2. When the drive path Pd is formed, the energy storage voltage Vb is provided to the drive path Pd, causing the second switch 54 to be driven according to the voltage difference between the energy storage voltage Vb and the second reference potential Vref2, thereby turning on the first power supply path P1. Conversely, when the user does not press the first switch 52 and no trigger Tg is generated, the controller 4A turns off the second transistor Q2, so that the drive path Pd cannot be formed and the second switch 54 is not driven.

[0093] In the power supply mode, when the first power supply path P1 is turned on (at which time the main switch 2 is not yet turned on), the auxiliary power supply circuit 3 can provide a first DC voltage Vdc1 to power the system controller 4 based on the vehicle power Pv from the first power supply path P1. Figure 2 Taking the architecture as an example, the vehicle power Pv can be rectified into DC power by the bridge rectifier circuit 6 on the first power supply path P1 and then supplied to the auxiliary power supply circuit 3. The auxiliary power supply circuit 3 converts the DC power into a first DC voltage Vdc1, which then supplies power to the system controller 4. When the system controller 4 is activated due to power supply, it communicates with the electric vehicle 200 through the control guide pin Pcp to obtain parameters such as the charging and discharging status and charging and discharging current of the electric vehicle 200. After the system controller 4 and the electric vehicle 200 complete the communication, the system controller 4 turns on the main switch 2 to transmit the vehicle power Pv provided by the electric vehicle 200 to the power device 300 to supply power to the power device 300.

[0094] In this embodiment, the electric vehicle 200 can selectively set the power supply mode of this implementation to a temporary power supply mode (that is, setting the power supply mode that has not yet completed the handshake communication to a temporary power supply mode, which can be simply referred to as the transient mode). After the electric vehicle 200 completes the handshake communication with the system controller 4 in the transient mode, the electric vehicle 200 can maintain the operation mode in the power supply mode (which is a steady-state power supply mode, and can be simply referred to as the steady-state mode), and turn on the main switch 2 to supply the vehicle power Pv to the power device 300. The transient mode and the steady-state mode will be explained in more detail later, and will not be repeated here. On the other hand, when the system controller 4 turns on the main switch 2 and short-circuits the power path 1, the vehicle power Pv provided by the electric vehicle 200 can not only be transmitted to the power device 300 to supply power to the power device 300, but the vehicle power Pv can also be provided to the auxiliary power circuit 3 through the second power supply path P2 without having to go through the first power supply path P1. Therefore, the controller 4A does not need to drive the second switch 54 (to Figure 2For example, the second transistor Q2 can be turned off to shut down the first power supply path P1, so that the vehicle power Pv is supplied to the auxiliary power circuit 3 only by the second power supply path P2.

[0095] Furthermore, to prevent accidental activation of the electric vehicle charger 100 due to user accidental touch of the first switch 52, the electric vehicle charger 100 of this disclosure is equipped with a foolproof mechanism to avoid such situations. Specifically, the controller 4A can determine that the trigger Tg is valid based on the duration of the trigger Tg, and adjust the voltage, signal, and other parameters on the connection guide pin Ppp or control guide pin Pcp accordingly, so that the electric vehicle 200 can be set to power supply mode according to the change in parameters on the connection guide pin Ppp or control guide pin Pcp. Similarly, the controller 4A can drive the second switch 54 based on the validity of the trigger Tg, thereby enabling the second switch 54 to conduct the first power supply path P1. In this way, the risk of accidental activation of the electric vehicle charger 100 due to user accidental touch of the first switch 52 can be avoided.

[0096] Furthermore, in Figure 2 In the circuit architecture, the controller 4A can determine that the trigger Tg is a valid trigger based on the fact that the trigger Tg is maintained for a first specific time, and based on the valid trigger, the first transistor Q1 is turned on, so that the electric vehicle 200 can detect that the impedance of the connection guide terminal PP has changed and determine that the operation mode needs to be set to the power supply mode. At the same time, the controller 4A can turn on the second transistor Q2 based on the valid trigger, so that the second switch 54 is driven to turn on the first power supply path P1.

[0097] On the other hand, controller 4A can provide another foolproof mechanism based on the first DC voltage Vdc1. Specifically, when the auxiliary power supply circuit 3 can provide the first DC voltage Vdc1, the auxiliary power supply circuit 3 also provides the control signal Sc. Furthermore, when controller 4A detects trigger Tg, controller 4A also checks whether it has received the control signal Sc. When the auxiliary power supply circuit 3 can provide the first DC voltage Vdc1, it means that the system controller 4 is still enabled and not in a power-off state. Therefore, when controller 4A determines that both exist within the same time period, controller 4A determines that trigger Tg is an invalid trigger and disables the first switch 52, so that controller 4A does not change any current operation based on trigger Tg (i.e., maintains the current operation).

[0098] That is to say, with Figure 2For example, controller 4A will not change the current on or off states of the first transistor Q1 and the second transistor Q2 to prevent the electric vehicle charger 100 from repeatedly entering a power-off state due to repeated pressing of the first switch 52 by the user. The control signal Sc can be a first DC voltage Vdc1 (e.g., but not limited to 12V), and the first DC voltage Vdc1 is generally used to power the system controller 4, but is not limited to this. That is, the control signal Sc can also be any specific voltage corresponding to the first DC voltage Vdc1 (e.g., but not limited to, it can be the voltage of any node controlled by the internal controller of the auxiliary power supply circuit 3).

[0099] Furthermore, the electric vehicle charger 100 can also provide an additional foolproof mechanism via the control guide pin Pcp. Specifically, since the system controller 4 can receive and send pulses Sp via the control guide pin Pcp for handshake communication, it indicates that the system controller 4 is still running and can dominate the operation of the electric vehicle charger 100. Therefore, when the controller 4A or the electric vehicle 200 detects that the system controller 4 can receive and send pulses Sp via the control guide pin Pcp for handshake communication (for example, but not limited to, the controller 4A is coupled to the control guide pin Pcp and its response is detected by transmitting test signals), even if the impedance of the connection guide terminal PP of the electric vehicle 200 is changed to a second impedance (equivalent to the impedance of the connection guide pin Ppp, because the connection guide terminal PP and the connection guide pin Ppp are generally the same impedance due to being coupled together), the electric vehicle 200 (or the system controller 4) will ignore this impedance change to the second impedance (i.e., it will not set to the power supply mode based on the impedance change to the second impedance). Therefore, even if the operator presses switch 52, the electric vehicle 200 will not change its current operating mode (the current operating mode is generally preset to the charging mode where the electric vehicle 200 receives power). Alternatively, the controller 4A may also have a detection pulse Sp to provide an additional foolproof mechanism. For example, but not limited to, when the controller 4A detects that the system controller 4 can communicate with the electric vehicle 200 via pulse Sp by detecting the control guide pin Pcp, the controller 4A turns off the first transistor Q1, thus preventing the impedance of the connection to the guide pin PP from being adjusted to the second impedance (since the system controller 4 may be operating normally at this time, the impedance may not be the first impedance), and the electric vehicle 200 cannot be set to the power supply mode. In addition, whether the controller 4A turns off the second transistor Q2 needs to be determined in conjunction with whether the main switch 2 is on, to avoid the situation where the first power supply path P1 is turned off and the main switch 2 is not on, resulting in the auxiliary power supply circuit 3 being unable to receive power.

[0100] On the other hand, refer to Figure 2The controller 4A is typically powered continuously by the energy storage device 400 and is in standby or sleep mode. When a trigger Tg is received, the controller 4A outputs a corresponding signal to control the electric vehicle charger 100. However, to further conserve the power consumption of the energy storage device 400 and to facilitate foolproof operation, the controller 4A can be deactivated during a power outage. The electric vehicle charger 100 can then activate the controller 4A by providing a complete power supply circuit through the first switch 52 coupled to the ground terminal. Specifically, one end of the first switch 52 is coupled to the controller 4A, and the other end can be coupled to the ground terminal. When the user presses the first switch 52, the ground pin (not shown) of the controller 4A can be coupled to the ground terminal, forming a complete power supply circuit from the connection terminal 56, the controller 4A, the first switch 52, to the ground terminal, thus enabling the controller 4A. Therefore, the controller 4A is only activated when the user presses the first switch 52 to provide a power outage wake-up function, and does not consume power at other times. On the other hand, when controller 4A has this foolproof mechanism, it is generally necessary to keep controller 4A active before system controller 4 is activated. Therefore, switch 52 needs to be continuously pressed for a short period of time, which is suitable for use with a foolproof mechanism to prevent users from accidentally touching switch 52, but is not limited to this. In this way, the usage time of energy storage device 400 can be significantly extended. It is worth mentioning that, in one embodiment, the above-mentioned features of electric vehicle charger 100 can be applied individually or in combination, which will not be elaborated here.

[0101] Please see Figure 3A This is a first operation flowchart of the first embodiment of the electric vehicle charger disclosed herein. Figure 3B This is a second operation flowchart of the first embodiment of the electric vehicle charger disclosed herein, which can be referred to in conjunction with the above. Figures 1-2 ,and Figure 3B The process mainly continues Figure 3A The process. In Figure 3A The document outlines the operation procedures for both the electric vehicle charger (terminal 100) and the electric vehicle (terminal 200), which are complementary. This specific operation procedure is merely a preferred implementation among numerous options and is not intended to limit the scope of the document. Figure 3AIn the process, when the power device 300 fails to provide device power Pa to power path 1 (step S1), the electric vehicle 200 stops charging and discharging (step S2). Furthermore, after step S1, when the user presses the first switch 52 (step S3), the wake-up circuit 5 determines whether the auxiliary power circuit 3 provides a first DC voltage Vdc1 (e.g., but not limited to, 12V, step S4). If the determination is yes, it returns to step S3, so that no current operation changes based on the trigger Tg. Conversely, if the determination is no, it determines whether the trigger should be maintained for a first specific time (step S41) as a foolproof protection mechanism. If the determination result is no, it returns to step S3. Otherwise, the impedance of the connection to the guide terminal PP is adjusted to the second impedance (step S5), and the second switch 54 is driven (step S51) to conduct the first power supply path P1, and waits for the vehicle power Pv to be transmitted to the auxiliary power circuit 3.

[0102] Furthermore, in step S5, the electric vehicle 200 determines whether it detects a change in the voltage of the connecting guide terminal PP to a specific voltage (step S6). When the voltage of the connecting guide terminal PP changes to a specific voltage, it means that the impedance of the connecting guide terminal PP has changed to a second impedance. Then, the electric vehicle 200 determines whether it can communicate with the system controller 4 (step S7). Step S7 also serves as a foolproof protection mechanism. Therefore, if the determination result is yes, it means that the two can communicate with each other at present, and the system controller 4 is still running and can control the operation of the electric vehicle charger 100. Therefore, it returns to step S2 to wait for the instruction of the system controller 4. Conversely, if the determination result is no, it means that the system controller 4 is disabled and in a power-off state. Therefore, the electric vehicle 200 is set to the power supply mode (step S8) and provides vehicle power Pv to power path 1, and enters step S9 through the first power supply path P1 (i.e., step S51).

[0103] In this process, step S7 can also be detected and controlled by controller 4A. Furthermore, the power supply mode in step S8 is only a transient mode, primarily intended to enable system controller 4 so that the electric vehicle charger 100 can perform active charging and discharging operations. Therefore, the electric vehicle 200 can preset the discharge time of this mode to a second specific time T2 (e.g., but not limited to 10 minutes) to avoid continuous discharge and power waste caused by the electric vehicle 200 if system controller 4 cannot be successfully activated. In the operation process at the electric vehicle charger 100 end, since the electric vehicle 200 provides vehicle power Pv to the first power supply circuit P1, the auxiliary power supply circuit 3 is activated based on the vehicle power Pv from the first power supply path P1 (step S9), enabling it to convert the vehicle power Pv on the first power supply circuit P1 into a first DC power Vdc1 to supply power to system controller 4. Then, controller 4A determines whether the auxiliary power supply circuit 3 has completed startup within a predetermined time (step S91). The predetermined time can be, for example, but not limited to, 5 minutes. If the result of step S91 is negative, it means that the electric vehicle charger 100 is malfunctioning, or the electric vehicle 200 has insufficient stored power to discharge. Therefore, the process returns to step S3 to reconfirm whether the user has pressed the first switch 52 (at this time, the first transistor Q1 is also reset to its initial off state, allowing the controller 4A to turn on the first transistor Q1 again according to the trigger Tg). Otherwise, the process proceeds to step S10.

[0104] In step S10, system controller 4 is activated (at this time, system controller 4 has not yet controlled the main switch 2 to turn on), and it is confirmed whether system controller 4 has been activated and can lead the operation of the power supply mode (step S11). If step S11 is not completed, it means that system controller 4 has not been activated, so return to step S11 to continue waiting. Otherwise, it means that system controller 4 has been activated, and provides pulse Sp through the control guide pin Pcp to communicate with the electric vehicle 200 (step S12). After system controller 4 and electric vehicle 200 have completed communication, the main switch 2 is turned on (step S13) to supply power to the power unit 300 (step S15).

[0105] In step S11, the power supply mode is set by the system controller 4 to temporarily adjust the power supply mode temporarily set by the electric vehicle 200 to a normal power supply mode dominated by the system controller 4. On the other hand, during the operation process of the electric vehicle charger 100 in steps S9-S11, the electric vehicle 200 determines whether handshake communication has been completed (step S14), mainly by determining whether the system controller 4 has completed handshake communication with the electric vehicle 200. If, within a second specific time T2 (e.g., but not limited to 10 minutes), the system controller 4 has not completed handshake communication with the electric vehicle 200, the process returns to step S2, causing the electric vehicle 200 to stop providing vehicle power Pv. Conversely, the electric vehicle 200 can maintain the operation mode in the power supply mode according to the instructions of the system controller 4 (step S16). This power supply mode does not require a preset power supply time, is a steady-state mode, and the electric vehicle 200 can subsequently perform corresponding operations according to the handshake communication of the system controller 4. It is worth mentioning that after step S13, since the main switch 2 is turned on, allowing the vehicle power Pv to be supplied to the auxiliary power circuit 3 via the second power supply path P2, the controller 4A can selectively not drive the second switch 54 to turn off the first power supply path P1. Furthermore, in one embodiment, Figures 3A-3B For details regarding the operation, please refer to the following: Figure 2 This will not be elaborated upon further here.

[0106] Please see Figure 4 This is a circuit block diagram of a second embodiment of the wake-up circuit disclosed herein, which can be further referenced. Figures 1-3B .exist Figure 4 In this context, its main operating method is similar to... Figure 2 All of these operations occur when the system controller 4 is in a power-off state, triggering Tg to instruct the electric vehicle 200 to set to power-feed mode, and continuing in a similar manner until the system controller 4 short-circuits power path 1. Therefore, Figure 4 The architecture of the electric vehicle charger 100 is similar to Figure 2 They are similar, the only difference being that the wake-up circuit 5 is not exactly the same. Furthermore, Figure 4 The controller 4A is coupled to the control guide pin Pcp and the control guide terminal CP of the electric vehicle 200. When the user presses the first switch 52, generating a trigger Tg, the controller 4A can provide a pulse Sp to the control guide terminal CP of the electric vehicle 200 according to the trigger Tg. In this way, the pulse Sp can inform the electric vehicle 200 that the operating mode needs to be set to the power supply mode. Conversely, when the user does not press the first switch 52, no trigger Tg is generated, so the controller 4A does not detect the trigger Tg and does not provide a pulse Sp, so that the electric vehicle charger 100 and the electric vehicle 200 remain in their current state.

[0107] On the other hand Figure 4 The wake-up circuit 5 is similar to Figure 2 They have similar operating methods and error-proofing mechanisms, the difference lies in Figure 2 The operation mode of the controller 4A to turn on / off the first transistor Q1 is replaced by Figure 4 The controller 4A provides / does not provide pulse Sp operation mode, and the controller 4A can drive the second switch 54 based on a valid trigger; all other operation modes are the same as... Figure 2 And can achieve similar results Figure 2 The effects will not be elaborated here. For example, but not limited to, when controller 4A determines that both the first DC voltage Vdc1 and the control signal Sc exist within the same time period, controller 4A determines that trigger Tg is an invalid trigger (i.e., disables the first switch 52), and does not change the provision / disabling of the current pulse Sp according to trigger Tg. Furthermore, Figure 5A This is a first operation flowchart of the second embodiment of the electric vehicle charger disclosed herein, and its operation flow is similar to... Figure 3A The difference lies in Figure 3A Steps S5 and S6 are replaced with S5' and S6'. Specifically, in Figure 5A In step S41, if the judgment result is yes, then the controller 4A provides a pulse Sp to the control guide terminal CP (step S5'), and the electric vehicle 200 detects whether it can receive the pulse Sp provided by the controller 4A (step S6'). Furthermore, step S6' is similar to... Figure 2 This may also include a foolproof mechanism to determine whether to proceed to step S7 or return to step S2. Apart from this, the remaining operation procedures are the same as... Figure 3A The same applies, so I won't repeat it here. On the other hand, Figure 5B This is a second operation flowchart of the second embodiment of the electric vehicle charger disclosed herein, and its operation flow is the same as... Figure 3B The same applies, so I will not repeat it here.

[0108] Please see Figure 6 This is a circuit block diagram of the third embodiment of the wake-up circuit of this disclosure, which can be further referenced. Figures 1-5B .exist Figure 6 In this context, its main operating method is similar to... Figure 2 All of these operations occur when the system controller 4 is in a power-off state, triggering Tg to instruct the electric vehicle 200 to set to power-feed mode, and continuing in a similar manner until the system controller 4 short-circuits power path 1. Therefore, Figure 6 The architecture of the electric vehicle charger 100 is similar to Figure 2 Similar, the only difference is that the wake-up circuit 5 mainly has the following circuit structure. Figure 2 , 4 This combination provides a double confirmation process. Specifically, Figure 6One end of the controller 4A is coupled to the control guide pin Pcp and the control guide pin CP of the electric vehicle 200, and the other end is coupled to the control pin C of the first transistor Q1.

[0109] When the user presses the first switch 52, generating a trigger Tg, the controller 4A provides a pulse Sp to the control guide terminal CP of the electric vehicle 200 according to the trigger Tg. Furthermore, the controller 4A can turn on the first transistor Q1 according to the trigger Tg, coupling the connection guide terminal PP to the first reference potential Vref1 and adjusting the impedance of the connection guide terminal PP from the first impedance to the second impedance. Thus, the second impedance of the connection guide terminal PP and the pulse Sp can inform the electric vehicle 200 that the operating mode needs to be set to the power supply mode. Conversely, if either of these two is missing or both are absent, it indicates a device malfunction, or that the user has not pressed the first switch 52, maintaining the electric vehicle charger 100 and the electric vehicle 200 in their current state, or providing an alarm indication when a device malfunction is confirmed. Therefore, this dual-confirmation operation makes the electric vehicle charger 100's judgment more rigorous, avoiding the risk of device malfunction or even damage due to erroneous operation.

[0110] also, Figure 7A This is a first operation flowchart of the third embodiment of the electric vehicle charger disclosed herein, and its operation flow is similar to... Figure 3A , 5A The difference lies in Figure 3A , 5A Steps S5, S6, S5', and S6' are evaluated in parallel. Specifically, in Figure 7A In step S41, if the determination result is yes, the controller 4A adjusts the impedance of the connection guide PP to the second impedance (step S5) and provides a pulse Sp to the control guide CP (step S5'). Furthermore, at the electric vehicle 200 end, in addition to determining whether a voltage change to a specific voltage is detected at the connection guide PP (step S6), the electric vehicle 200 also detects whether it can receive the pulse Sp provided by the controller 4A (step S6'). Steps S6 and S6' are similar to... Figure 2 This can also include a foolproof mechanism. If both are true, proceed to step S7 to continue the operation. Otherwise, if either is false, return to step S2. Apart from this, the remaining operation procedures are the same as... Figure 3A The same applies, so I won't repeat it here. On the other hand, Figure 7B This is a second operation flowchart of the third embodiment of the electric vehicle charger disclosed herein, and its operation flow is the same as... Figure 3B The same applies, so I will not repeat it here.

[0111] Please see Figure 8 This is a circuit block diagram of the fourth embodiment of the wake-up circuit of this disclosure, which can be further referenced. Figures 1-7B .exist Figure 8 In this context, its main operating method is similar to... Figure 2 All of these operations occur when the system controller 4 is in a power-off state, triggering Tg to instruct the electric vehicle 200 to set to power-feed mode, and continuing in a similar manner until the system controller 4 short-circuits power path 1. Furthermore, Figure 8 The architecture of the electric vehicle charger 100 and Figure 4 Similar to the previous circuit, the difference lies in that the wake-up circuit 5 additionally includes a conversion circuit 62. This conversion circuit 62 can be an AC-DC converter, which converts the vehicle power Pv into a third DC voltage Vdc3. Specifically, one end of the conversion circuit 62 is coupled to the power path 1 between the main switch 2 and the electric vehicle 200, and the other end is coupled to the second switch 54. Therefore, when the second transistor Q2 is turned on, the second switch 54 can be driven according to the voltage difference between the third DC voltage Vdc3 and the second reference potential Vref2. Furthermore, since the driving capability of the third DC voltage Vdc3 is generally higher than the energy storage voltage Vb provided by the energy storage device 400, the second switch 54 (e.g., but not limited to, a transistor or other switch) with a higher required driving voltage can be driven.

[0112] On the other hand, the conversion circuit 62 can also be coupled to the connection terminal 56, and Figure 2 The energy storage device 400 can be a rechargeable battery. Therefore, when the conversion circuit 62 converts the vehicle power Pv into a third DC voltage Vdc3, the third DC voltage Vdc3 can charge the energy storage device 400 through the connection terminal 56, thereby extending the usage time of the energy storage device 400. In addition, the wake-up circuit 5 may also include a unidirectional conducting element Do, and the unidirectional conducting element Do is coupled to the conversion circuit 62 and the connection terminal 56. The unidirectional conducting element Do is deflected in the forward direction from the conversion circuit 62 to the connection terminal 56, and the unidirectional conducting element Do is mainly to prevent the energy storage voltage Vb from being mistakenly fed back to the conversion circuit 62 or the second switch 54, so as to avoid the wake-up circuit 5 from malfunctioning or causing damage to the internal components of the conversion circuit 62.

[0113] also, Figure 9A This is a first operation flowchart of the fourth embodiment of the electric vehicle charger disclosed herein, and its operation flow is consistent with... Figure 5A The same applies, so I won't repeat it here. On the other hand, Figure 9B This is a second operation flowchart of the fourth embodiment of the electric vehicle charger disclosed herein, and its operation flow is similar to... Figure 5B The difference lies in Figure 9BA new step 8' is added. Specifically, when the electric vehicle 200 is set to power supply mode (step S8) and provides vehicle power Pv to power path 1, the conversion circuit 62 is activated and converts the vehicle power Pv to a third DC voltage Vdc3 (step S8'), so that the second switch 54 can be driven according to the voltage difference between the third DC voltage Vdc3 and the second reference potential Vref2. Therefore, the first power supply path P1 is turned on, enabling the auxiliary power supply circuit 3 (step S9). Apart from this, the remaining operation procedures are the same as... Figure 5B The same applies, so I will not repeat it here.

[0114] Please see Figure 10 This is a circuit block diagram of the fifth embodiment of the wake-up circuit of this disclosure, which can be further referenced. Figures 1-9B .exist Figure 10 In this context, its main operating method is similar to... Figure 2 All of these operations occur when the system controller 4 is in a power-off state, triggering Tg to instruct the electric vehicle 200 to set to power-feed mode, and continuing in a similar manner until the system controller 4 short-circuits power path 1. Furthermore, Figure 10 The architecture of the electric vehicle charger 100 and Figure 6 Similar, and the differences between the two are as follows: Figure 8 Similarly, the wake-up circuit 5 also includes a switching circuit 62. Therefore, Figure 10 The circuit architecture can be referenced. Figure 6 , 8 This will not be elaborated upon further. Furthermore, although not presented... Figure 2 circuit architecture matching Figure 6 A schematic diagram of the conversion circuit 62, but it can be used as a reference. Figure 2 , 6 The circuit logic is deduced from this, and will not be elaborated further here.

[0115] also, Figure 11A This is a first operation flowchart of the fifth embodiment of the electric vehicle charger disclosed herein, and its operation flow is consistent with... Figure 7A The same applies, so I won't repeat it here. On the other hand, Figure 11B This is a second operation flowchart of the fifth embodiment of the electric vehicle charger disclosed herein, and its operation flow is similar to... Figure 7B The difference lies in Figure 11B as Figure 9B This is also a newly added step 8'. Therefore, its details can be found in the accompanying documentation. Figure 7B , 9B This will not be elaborated upon further. Furthermore, although no related information was presented... Figure 2 Operational process (i.e., related to) Figure 3A , 3B ) pairing Figure 6 The operation flow of the conversion circuit 62 (i.e., related to) Figure 7A , 7B However, it is possible to rely on Figure 3A , 3B The operation procedures of 7A and 7B can be deduced from this, and will not be elaborated further here.

[0116] The above description is merely a detailed description and accompanying drawings of preferred embodiments of the present invention, and the features of the present invention are not limited thereto, nor are they intended to limit the present invention. All scope of the present invention should be determined by the scope of the patent application. All embodiments that conform to the concept of the present invention and similar variations thereof should be included in the scope of the present invention. Any variations or modifications that can be easily conceived by those skilled in the art within the field of the present invention can be covered by the following patent scope disclosure.

Claims

1. A wake-up circuit of an electric vehicle charger, the electric vehicle charger comprising a power path coupling a power device and an electric vehicle, an auxiliary power supply circuit coupled to the power path, and when the power device does not provide a device power to the power path, the power path is open, and the auxiliary power supply circuit cannot provide a first DC voltage to a system controller according to the device power to enter a power-off state, the wake-up circuit comprising: a first switch receiving a trigger; a controller coupled to the electric vehicle and the first switch; a connection terminal coupled to the controller, and the connection terminal is coupled to an energy storage device to enable the controller according to an energy storage voltage provided by the energy storage device in the power-off state; and a second switch coupled to the power path to a first power supply path of the auxiliary power supply circuit and the controller, and when the controller drives the second switch, the second switch turns on the first power supply path; wherein the controller drives the second switch according to the trigger in the power-off state, and informs the electric vehicle to set a feeding mode, so that the electric vehicle provides a vehicle power to the first power supply path, and the auxiliary power supply circuit provides the first DC voltage to the system controller according to the vehicle power from the first power supply path.

2. The wake-up circuit of claim 1, wherein the controller is coupled to a connection guide pin of the system controller, and an impedance of the connection guide pin is a first impedance when there is no trigger; the controller adjusts the impedance from the first impedance to a second impedance according to the trigger to inform the electric vehicle to set the feeding mode through the second impedance.

3. The wake-up circuit of claim 2, further comprising: a first transistor comprising a first terminal, a second terminal and a control terminal, the first terminal is coupled to the connection guide pin, the second terminal is coupled to a first reference potential, and the control terminal is coupled to the controller; wherein the controller turns on the first transistor according to the trigger to couple the connection guide pin to a first reference potential to adjust the impedance from the first impedance to a second impedance.

4. The wake-up circuit of claim 2, wherein the controller maintains a first specific time according to the trigger to determine that the trigger is a valid trigger, and drives the second switch according to the valid trigger and adjusts the impedance to the second impedance, so that the electric vehicle sets the feeding mode according to the second impedance.

5. The wake-up circuit of claim 1, wherein the controller is coupled to a control guide pin of the system controller, and the controller provides a pulse to the control guide pin according to the trigger to inform the electric vehicle to set the feeding mode through the pulse.

6. The wake-up circuit of claim 5, wherein the controller maintains a first specific time according to the trigger to determine that the trigger is a valid trigger, and drives the second switch according to the valid trigger and provides the pulse, so that the electric vehicle sets the feeding mode according to the pulse.

7. The wake-up circuit of claim 2, further comprising: ​ a second transistor including a first terminal, a second terminal and a control terminal, the first terminal coupled to the second switch, the second terminal coupled to a second reference potential, and the control terminal coupled to the controller; wherein the controller turns on the second transistor according to the trigger to short circuit a driving path of the connection terminal, the second switch to the second reference potential, and drives the second switch by providing the storage voltage to the driving path.

8. The wake-up circuit of claim 7, wherein the controller turns off the second transistor according to no trigger to open the driving path and not drive the second switch.

9. The wake-up circuit of claim 1, wherein the power path includes a main switch, and the first power supply path is coupled between the main switch and the electric vehicle; when the main switch is turned on to short circuit the power path, the controller does not drive the second switch, and the vehicle power is provided to the auxiliary power supply circuit from a second power supply path between the power device and the main switch.

10. The wake-up circuit of claim 1, wherein when the controller detects the trigger and the auxiliary power supply circuit provides the first DC voltage, the controller judges the trigger as an invalid trigger.

11. The wake-up circuit of claim 1, further comprising: a voltage regulator coupled to the connection terminal and the controller, and the voltage regulator is used to convert the storage voltage to a second DC voltage to provide the second DC voltage to power the controller.

12. The wake-up circuit of claim 1, further comprising: a conversion circuit coupled to the second switch; wherein the conversion circuit converts the vehicle power to a third DC voltage, and drives the second switch by the third DC voltage.

13. The wake-up circuit of claim 12, wherein the conversion circuit is coupled to the connection terminal, and provides the third DC voltage to charge the storage device.

14. The wake-up circuit of claim 12, further comprising: a unidirectional conducting element coupled to the connection terminal and the conversion circuit, and the unidirectional conducting element is biased from the conversion circuit to the connection terminal.

15. An operating method of an electric vehicle charger, the electric vehicle charger is used to couple a power device and an electric vehicle through a power path, and the operating method includes the following steps: when the power device does not provide a device power to the power path, the power path is opened, and an auxiliary power supply circuit of the electric vehicle charger cannot provide a first DC voltage to power a system controller of the electric vehicle charger according to the device power, so that the system controller is disabled to enter a power-off state; in the power-off state, whether a trigger is received is detected according to a storage voltage; when the trigger is received, the power path to a first power supply path of the auxiliary power supply circuit is turned on according to the trigger, and the electric vehicle is informed to be set to a feeding mode; in the feeding mode, a first power supply path is turned on, so that the electric vehicle provides a vehicle power through the first power supply path; the auxiliary power supply circuit provides the first DC voltage to power the system controller according to the vehicle power from the first power supply path, so that the system controller is enabled; and When the system controller is enabled, the system controller performs a handshake communication with the electric vehicle, and shorts the power path to feed the vehicle power to the power device after the handshake communication is completed.

16. The method of claim 15, further comprising the steps of: determining that the trigger is a valid trigger according to the trigger being maintained for a first specific time, and the electric vehicle being set to the feeding mode according to the valid trigger.

17. The method of claim 15, further comprising the steps of: presetting a second specific time; and determining that the electric vehicle stops providing the vehicle power when the handshake communication is not completed within the second specific time.

18. The method of claim 15, further comprising the steps of: determining whether the first DC voltage provided by the auxiliary power supply circuit is received; When receiving the first direct current voltage, it is judged whether a main switch of the power path is turned on or not. and turning off the first power supply path coupled between the main switch and the electric vehicle when the main switch is turned on; and the vehicle power is provided to the auxiliary power supply circuit by a second power supply path between the power device and the main switch.

19. The method of claim 15, further comprising the steps of: switching the vehicle power to charge a power storage device for providing the power storage voltage.

20. The method of claim 15, further comprising the steps of: adjusting an impedance of a connection guide pin of the system controller from a first impedance to a second impedance according to the trigger; providing a pulse to a control guide pin of the system controller according to the trigger; informing the electric vehicle to be set to the feeding mode by the second impedance and the pulse; and maintaining the electric vehicle in a current state when the impedance is not the second impedance, or the pulse is not provided to the control guide pin.

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