Electric vehicle battery charging control device and method for scheduled charging

Abstract

This invention provides an electric vehicle battery charging control device and method that perform scheduled charging of an electric vehicle battery without using an RTC circuit. [Solution] The electric vehicle battery charging control device for scheduled charging includes a communication unit for receiving scheduled charging time information, a first control unit that outputs a charging control signal that controls the start of scheduled charging based on the received scheduled charging time information, and a second control unit that controls the charging of the electric vehicle battery based on the charging control signal. According to the electric vehicle charging control device for scheduled charging according to the present invention, scheduled charging can be performed via the first control unit without a separate RTC circuit, and the manufacturing cost of the electric vehicle charging control device can be reduced.

Description

Technical Field

[0001] The present invention relates to an electric vehicle battery charging control device for reserved charging, and more particularly, to a charging control device capable of performing reserved charging without using an RTC circuit.

Background Art

[0002] Supported by the development of battery technology, electric and electronic technology, communication technology, etc., the performance, efficiency, and user convenience of electric vehicles have been greatly improved. The improvement of the energy density of lithium-ion batteries has increased the battery capacity, and as a result, the driving range of electric vehicles has been greatly improved.

[0003] In addition to this, research on the charging of high-voltage batteries of electric vehicles is underway. Standards related to the charging of electric vehicles such as CHAdeMO, CCS, and GB / T are being actively formulated, and regulations regarding reserved charging for charging efficiency have also been formulated.

[0004] In the case of reserved charging, the reserved charging can be advanced through a charging control signal acquired through a communication protocol or a charging control signal acquired when the reserved time arrives. Since the battery of an electric vehicle charges the battery through electricity, the charging cost efficiency is increased by reserving charging during late-night hours when the electricity price is relatively low and performing the charging during late-night hours.

[0005] In order to perform reserved charging during late-night hours, the vehicle can operate in a mode where it waits in the sleep mode until the time when the start of charging is reserved. In such a situation, the operation to enter the mode for starting charging from the sleep mode is called wakeup, but the charging control device must be equipped with an RTC circuit to perform the wakeup determination.

[0006] However, when an RTC circuit is incorporated into the circuit board of a charging control device, constraints arise on the manufacturing cost and size of the circuit board during production. Therefore, there is a demand for charging control devices that do not have an RTC circuit. [Prior art documents] [Patent Documents]

[0007] Patent Document 1: Korean Registered Patent Publication No. 10-2570797 [Overview of the project] [Problems that the invention aims to solve]

[0008] The present invention takes into account the technical problems described above, and its objective is to provide an electric vehicle battery charging control device and method that performs scheduled charging of an electric vehicle battery without using an RTC circuit.

[0009] Furthermore, an object of the present invention is to provide an electric vehicle battery charging control device and method that performs scheduled charging based on the time and number of checks performed on the charging control signal, without using an RTC circuit. [Means for solving the problem]

[0010] The present invention provides an electric vehicle battery charging control device for scheduled charging, which includes a communication unit for receiving scheduled charging time information, a first control unit for outputting a charging control signal for controlling the start of scheduled charging based on the received scheduled charging time information, and a second control unit for controlling the charging of the electric vehicle battery based on the charging control signal.

[0011] Furthermore, the communication unit may be a CAN receiver unit, the first control unit may be a wakeup unit, and the second control unit may be an MCU unit.

[0012] Furthermore, the communication unit may be configured to communicate with the vehicle ECU within the electric vehicle via CAN.

[0013] Furthermore, the first control unit may be configured to receive charging signals from an EVSE (Electric Vehicle Supply Equipment) located outside the electric vehicle.

[0014] Furthermore, the charging signal is a CP signal, and the CP signal may include voltage information and duty cycle information.

[0015] Furthermore, the first control unit may be configured to perform a determination of the charging stage based on the received charging signal.

[0016] Furthermore, the first control unit may be configured to determine if the reserved time has been exceeded based on the number of times the charging stage determination has been performed and the time required for the charging stage determination.

[0017] Furthermore, the first control unit can consume less power than the second control unit.

[0018] Furthermore, the second control unit may be in a state where no power is applied before receiving the charging control signal output from the first control unit.

[0019] The electric vehicle battery charging control method for scheduled charging according to the present invention may include the steps of: receiving scheduled charging time information from the vehicle ECU of the electric vehicle; receiving a charging signal from EVSE (Electric Vehicle Supply Equipment) and determining a charging stage based on the charging signal; determining whether the scheduled charging time has been exceeded based on the scheduled charging time information and the number of times the charging stage has been determined; and outputting a charging control signal if it is determined that the scheduled charging time has been exceeded.

[0020] Furthermore, the charging signal is a CP signal, and the CP signal may include voltage information and duty cycle information.

[0021] In addition, the step of determining whether there is an over-reservation time may include a step of determining whether the product of the required time for the charging stage determination and the number of charging stage determinations exceeds the value of the reserved charging time information.

Advantages of the Invention

[0022] According to the electric vehicle battery charging control device and method of the present invention, at the time of reserved charging of the electric vehicle battery, reserved charging can be performed without using the RTC circuit. By using an electric vehicle charging control device that does not include the RTC circuit in the design, the manufacturing cost and the size of the substrate can be reduced, and there is an advantage that the reserved charging function can be updated later by software algorithm updates and the like.

Brief Description of the Drawings

[0023] [Figure 1] It is a conceptual diagram of an electric vehicle and an electric vehicle charging station. [Figure 2] It is a block diagram for explaining the configuration of an electric vehicle battery charging system. [Figure 3] >It is a drawing for explaining an electric vehicle charging control device including an RTC circuit. [Figure 4] It is a drawing for explaining an electric vehicle charging control device including a wake-up circuit for reserved charging according to an embodiment of the present invention. [Figure 5] It is a drawing for explaining the operation algorithm of the wake-up circuit according to an embodiment of the present invention. [Figure 6] It is a drawing for explaining the experimental results for the control pilot duty determination execution time shown in FIG. 5. [Figure 7] It is a drawing for explaining an electric vehicle charging control method for reserved charging according to an embodiment of the present invention.

Modes for Carrying Out the Invention

[0024] The detailed description of the present invention, as described below, will refer to the accompanying drawings illustrating specific embodiments in which the present invention may be carried out. These embodiments will be described in sufficient detail to enable those skilled in the art to carry out the present invention. It should be understood that the various embodiments of the present invention are distinct from one another but do not necessarily have to be mutually exclusive. For example, certain shapes, structures and characteristics described herein may be embodied in other embodiments in relation to one embodiment without departing from the spirit and scope of the present invention.

[0025] Terms that include ordinal numbers, such as "first," "second," etc., can be used to describe various components, but the components are not limited by the terminology. Terms can be used to distinguish one component from another. For example, it should be understood that the first component may be named the second component, and conversely, the second component may also be named the first component.

[0026] Furthermore, it should be understood that the position or arrangement of individual components within each disclosed embodiment may be modified without departing from the spirit and scope of the invention. Therefore, the detailed descriptions below are not intended to be restrictive, and the scope of the invention is limited only by the appended claims, along with all equivalents to those claimed, if appropriately described. Similar reference numerals in the drawings refer to the same or similar functions across various aspects.

[0027] Figure 1 is a conceptual diagram of an electric vehicle and an electric vehicle charging station. The electric vehicle battery charging system can operate by transmitting and receiving charging control signals, charging control information, and power from the electric vehicle supply equipment (EVSE) 20 to the electric vehicle (EV) 10.

[0028] As shown in Figure 1, the EVSE can be located at a charging station. The EVSE may also be located in a home or be implemented in a portable form. Furthermore, the EVSE may be implemented within an electric vehicle (EV) and may be implemented to perform the function of charging other electric vehicles (EVs) through it.

[0029] Figure 2 is a block diagram illustrating the configuration of an electric vehicle battery charging system. The electric vehicle battery charging system may include an EV10, an EVSE20, and a connector / inlet 30 connecting the EV10 and the EVSE20.

[0030] Referring to Figure 2, the EV10 may include an onboard charger 11, a charging control unit 12, a monitoring unit 13, and a battery unit 14.

[0031] The onboard charger 11 can convert power transmitted from the EVSE 20 to the high-voltage battery to charge the battery when performing slow charging or AC charging of the electric vehicle. The onboard charger 11 may also be implemented to amplify, rectify, cut off high voltage, and perform CAN communication for slow charging or AC charging. It should also be understood that even when performing slow charging or AC charging, the onboard charger 11 may not be used by the charging control circuit inside the EV10.

[0032] The charging control unit 12 can communicate with the in-vehicle MCU (Micro Control Unit) and EVSE 20 to charge the electric vehicle's battery and can generate charging control signals. Specifically, the in-vehicle MCU may include configurations related to electric vehicle battery charging, such as a BMS (Battery Management System), BMU (Battery Management Unit), CMU (Cell Monitoring Unit), BMIC (Battery Monitoring Integrated Circuit), CMM (Cell Management Microcontroller), and BCU (Battery Control Unit). The charging control unit 12 can receive charging control signals transmitted from the EVSE 20 and generate information and signals to control the charging of the electric vehicle. The generated electric vehicle battery charging control signals are transmitted to the in-vehicle MCU, enabling precise control of the battery charging process.

[0033] The charging control unit 12 may include an Electric Vehicle Charging Controller (EVCC) and a vehicle ECU for controlling the charging of the electric vehicle's battery. Specifically, the charging control unit 12 can generate and transmit control signals related to the charging of the electric vehicle's battery through communication (e.g., CAN communication) between the vehicle ECU and the EVCC of the electric vehicle. The charging control unit 12 can also send and receive information for controlling charging, such as charging reservation time information, based on communication with the vehicle ECU of the electric vehicle. For example, the vehicle ECU can send charging reservation time information, which has been set in advance by the user, to the EVCC, which can generate a charging control signal to perform charging based on the received charging reservation time information, and can control charging so that the reserved charging is performed based on the generated charging control signal.

[0034] Furthermore, the charging control unit 12 can control charging in the event of a malfunction / error during electric vehicle charging, based on communication between the EVSE 20 and the EV 10. For example, if the monitoring unit 13 detects a malfunction / error before or during scheduled charging, it can control charging to interrupt it. Also, for example, if the connector is unstablely connected to the PD port of the connector / inlet 30, or if an error occurs in the connection, it can take safety measures for electric vehicle charging (e.g., interrupt charging).

[0035] The monitoring unit 13 may be implemented to perform tasks such as detecting overvoltage, current leakage, abnormal signal generation, and the presence or absence of circuit isolation during electric vehicle battery charging. For example, it may be configured to detect whether EVSE20 and EV10 are electrically connected for electric vehicle battery charging, and to detect whether EV10 is connected to ground for the safety of electric vehicle battery charging.

[0036] The battery unit 14 may be implemented to store power received from the EVSE 20 during electric vehicle battery charging. It may also be implemented to measure State of Charge (SOC) information, which represents the state of the stored power, and to convert the power for use.

[0037] Referring to Figure 2, the EVSE 20 may include a power transmission unit 21 and a charging control unit 22. The power transmission unit 21 can transmit power to the EV 10 based on charging control signals and information. The charging control unit 22 may be implemented to transmit signals to control charging, and to start and stop charging, through communication with the charging control unit 12 of the EV 10. Communication between the charging control unit 22 of the EVSE 20 and the charging control unit 12 of the EV 10 may be, but is not limited to, a protocol such as CCS (Combined Charging System), GB / T, or NACS. For example, when using the CCS (Combined Charging System) protocol, charging control signals can be sent and received via PLC and PWM communication.

[0038] Referring to Figure 2, the connector / inlet 30 can connect the communication of power and charge control signals and information between the EVSE 20 and the EV10. Specifically, it may include a Power port, a Ground port, a CP (Control Pilot) port, and a PD (Proximity Detection) port. The Power port can transmit power transmitted from the EVSE 20 to the EV10. The CP (Control Pilot) port can transmit signals for controlling charging and may be configured to support PLC (Power Line Communication), PWM (Power Width Modulation), and / or CAN (Controller Area Network) communication protocols. The PD port may be configured to sense whether the connector is plugged into the inlet.

[0039] Figure 3 is a diagram illustrating an electric vehicle charging control device that includes an RTC circuit.

[0040] Referring to Figure 3, a system for controlling battery charging of an electric vehicle according to one embodiment of the present invention may include EV20 and EV10. EV10 may include an EVCC (Electric Vehicle Charging Controller) 100 and a vehicle ECU 110. EVCC 100 can communicate CP (Control Pilot) signals and signals or information related to charging from EVSE 20 via an inlet 30. EVCC 100 can also receive reserved charging time information from the vehicle ECU 110 in EV10 and store and set the reserved charging time based on the received reserved charging time information.

[0041] An electric vehicle charging control device (EVCC) 100, which includes an RTC circuit according to one embodiment of the present invention, may include a CAN transceiver unit (CAN Trcv) 120 for CAN communication with the vehicle ECU 110, a wake-up unit 130 for changing the electric vehicle from sleep mode to a mode for performing scheduled charging, an RTC (Real Time Clock) unit 140 for managing whether or not the scheduled charging time has been reached, a PMIC (Power Management Integrated Chip) unit 150 that applies voltage upon receiving enable signals from the CAN Trcv unit 120 and the wake-up unit 130, and an MCU (Micro Control Unit) unit 160 that performs charging control in the EVCC 100.

[0042] An electric vehicle charging control device (EVCC) 100, which includes an RTC circuit according to one embodiment of the present invention, can perform scheduled charging based on the scheduled charging time information of the RTC circuit.

[0043] Specifically, information regarding the pre-set reserved charging time in the EV10's vehicle ECU 110 is transmitted via CAN communication to the CAN Trcv unit 120 of the electric vehicle charging control device (EVCC) 100. Next, the electric vehicle charging control device (EVCC) 100 stores the transmitted reserved charging time information in at least one of the RTC unit 140 and the MCU unit 160. Subsequently, the RTC unit 140 detects whether the reserved charging time has been reached, and if the RTC unit 140 detects that the reserved charging time has been reached, it applies an enable signal to the PMIC unit 150 via the CAN Trcv unit 120 and the wake-up unit 130. When the enable signal is applied, the PMIC unit 150 converts the input voltage (e.g., 12V) to a voltage (e.g., 3.3V or 5V) and applies it to the MCU unit 160. Subsequently, the MCU unit 160 can control the charging to start reserved charging based on the input signal.

[0044] However, as shown in Figure 3, if the RTC unit 140 is installed inside the EVCC 100, the RTC circuit must be connected to the wake-up unit 130 and the CAN Trcv unit 120, which increases the design difficulty and manufacturing costs.

[0045] The following describes an electric vehicle charging control device and method according to the present invention that can perform scheduled charging according to the scheduled charging time without including an RTC circuit, with reference to Figure 4 described later.

[0046] Figure 4 is a diagram illustrating an electric vehicle charging control device that includes a wake-up circuit for scheduled charging according to one embodiment of the present invention.

[0047] A system for controlling battery charging of an electric vehicle according to one embodiment of the present invention may include an EVSE 20 and an EV10. The EV10 may include an EVCC (Electric Vehicle Charging Controller) 200 including a wake-up circuit and a vehicle ECU 210. The EVCC 100 can communicate CP (Control Pilot) signals and signals or information related to charging from the EVSE 20 via an inlet 30. The EVCC 200 can also receive reserved charging time information from the vehicle ECU 210 in the EV10 and can store and set the reserved charging time based on the received reserved charging time information.

[0048] Furthermore, the EVCC200 can communicate with the EVSE20 via its inlet to exchange charging signals (e.g., CP signals, PWM signals) and receive charging-related information from the EVSE.

[0049] An EVCC200 according to one embodiment of the present invention may include a CAN transceiver unit (CAN Trcv) 220 for CAN communication with the vehicle ECU 210, a wake-up unit 230 for changing the electric vehicle from sleep mode to a mode for performing scheduled charging, a PMIC (Power Management Integrated Chip) unit 250 that receives enable signals from the CAN trcv unit 220 and the wake-up unit 230 and applies voltage, and an MCU (Micro Control Unit) unit 260 that performs charging control in the EVCC200.

[0050] An EVCC200 according to one embodiment of the present invention may not include an RTC circuit for checking the reserved charging time.

[0051] A CAN transceiver unit (CAN Trcv) 220 according to one embodiment of the present invention is responsible for CAN communication with the vehicle ECU 210 and enables communication between the EVCC 200 and the vehicle ECU 210. The CAN transceiver unit (CAN Trcv) 220 operates based on the CAN (Controller Area Network) protocol and can send and receive charging status, battery management system (BMS) information, and charging-related signals within the vehicle. In addition, the CAN transceiver unit (CAN Trcv) 220 can receive reserved charging time information from the vehicle ECU 210 and communicate with the EVCC 200 so that the reserved charging time can be set.

[0052] According to one embodiment of the present invention, the wake-up unit 230 can sense when the EV10 is connected to a cable via an inlet and communicate with the EVSE20.

[0053] Specifically, the EVCC200 can periodically monitor whether a charge application signal (e.g., a CP signal or a PWM signal) is received via the inlet while in sleep mode, and whether the wake-up condition is met. If a charge application signal is received, or if the wake-up condition is met, an enable signal can be applied to the PMIC unit 250.

[0054] A wake-up unit according to one embodiment of the present invention can enter a low-power standby mode to prevent unnecessary power consumption when the vehicle is in standby mode and not being charged.

[0055] In one embodiment of the present invention, when an enable signal is applied, the PMIC unit 250 converts the input voltage (e.g., 12V) to a voltage (e.g., 3.3V or 5V) and applies it to the MCU unit 260. The MCU unit 260 can then control the charging to start scheduled charging based on the input signal.

[0056] Furthermore, the wake-up unit 230 according to one embodiment of the present invention may be a low-power microcontroller, and the MCU unit 260 may be a high-performance controller. In this case, in the sleep mode while waiting for scheduled charging, no power is applied to the MCU unit 260, and power is applied only to the wake-up unit, which is composed of a low-power microcontroller, thereby reducing the current and power consumption of the EVCC 200 in sleep mode.

[0057] Furthermore, by checking the reserved time using a regular software execution time in the wake-up unit 230 without using a separate RTC circuit, design, manufacturing, and operating costs associated with using an RTC circuit can be reduced. Additionally, checking the reserved time based on a software algorithm has the advantage of allowing the function to check the reserved time to be later modified or supplemented by a software update.

[0058] Figure 5 is a diagram illustrating the operating algorithm of a wake-up circuit according to one embodiment of the present invention.

[0059] The algorithm shown in Figure 5 is an algorithm that monitors whether or not the wake-up conditions of the wake-up unit 230 shown in Figure 4 are met.

[0060] Specifically, the wake-up condition monitoring algorithm according to one embodiment of the present invention includes a control pilot duty determination stage (S110), a reservation time exceedance determination stage (S120), and an enable high signal output stage (S130).

[0061] The control pilot duty cycle determination step (S110) according to one embodiment of the present invention determines whether the received CP (Control Pilot) signal is in a section that meets the wake-up conditions. For example, if the CP (Control Pilot) signal is a PWM signal, it is possible to determine whether the duty cycle and voltage of the PWM signal are in a wake-up section.

[0062] As a more specific example, whether the duty cycle and voltage of a PWM signal constitute a wake-up interval can be determined by whether it is a wake-up interval for a CP signal according to at least one of the CCS, CHAdeMO, or GB / T standards. However, it is important to understand that this is not limited to the aforementioned standards for wake-up intervals.

[0063] In the control pilot duty determination stage (S110) according to one embodiment of the present invention, if it is determined that the wake-up period applies, the enable high signal output stage (S130) is performed, and the enable high signal can be applied to the PMIC unit 250.

[0064] On the other hand, if it is determined in the control pilot duty determination stage (S110) according to one embodiment of the present invention that the wake-up section is not applicable, the reservation time exceedance determination stage (S120) can be performed.

[0065] The reservation time exceeding determination step (S120) according to one embodiment of the present invention can determine whether or not the reservation time has been exceeded. Specifically, the number of times the control pilot duty determination step (S110) is performed can be multiplied by the time required to perform the control pilot duty determination step (S110) to determine whether or not the reservation time has been exceeded. More specifically, if the value obtained by multiplying the number of times the control pilot duty determination step (S110) is performed by the required time exceeds the reservation time received from the vehicle ECU 210, the enable high signal output step (S130) can be performed to apply an enable high signal to the PMIC unit 250. If the value obtained by multiplying the number of times the control pilot duty determination step (S110) is performed by the required time does not exceed the reservation time received from the vehicle ECU 210, the control pilot duty determination step (S110) can be performed again.

[0066] In the enable high signal output stage (S130) according to one embodiment of the present invention, the MCU unit 260 of the EVCC200 is activated via the PMIC unit 250, causing the vehicle ECU 210 and the EVCC200 to perform scheduled charging based on CAN communication.

[0067] Figure 6 is a diagram illustrating the experimental results for the control pilot duty decision execution time shown in Figure 5.

[0068] Referring to Figure 6, we can see the experimental results for the time required per cycle of the control pilot duty determination stage (S110) according to one embodiment of the present invention. As shown in Figure 6, the time required per cycle of the control pilot duty determination stage (S110) according to one embodiment of the present invention is approximately 135 ms. Furthermore, the error rate for the time required per cycle according to the experimental results is within 5%. Therefore, when implementing overnight scheduled charging, charging can be started at the desired time even without an RTC circuit, taking into account the time required for charging.

[0069] Figure 7 is a diagram illustrating an electric vehicle charging control method for scheduled charging according to one embodiment of the present invention.

[0070] An electric vehicle charging control method for scheduled charging according to one embodiment of the present invention may include the steps of receiving a charging signal (S210), determining a charging stage based on the charging signal (S220), determining whether the scheduled charging time has been exceeded based on the number of charging stage determinations (S230), and outputting a charging control signal (S240).

[0071] The step of receiving a charging signal according to one embodiment of the present invention (S210) is the step of receiving a charging signal from EVSE20 to EVCC200 of EV10 via an inlet. Specifically, EVCC200 can receive a charging signal from EVSE20 via an inlet that is associated with the charging state for charging the electric vehicle battery according to a charging protocol (e.g., a standard protocol such as CCS, CHAdeMO, GB / T, etc.). For example, it can receive a CP signal consisting of a PWM signal, which may consist of information including a voltage value and duty cycle.

[0072] The step of determining the charging stage based on a charging signal according to one embodiment of the present invention (S220) may be a step of determining whether the received charging signal is a charging signal to wake up from sleep mode. For example, if the received CP signal is a signal corresponding to sleep mode, it can be determined that charging should not be started, and if the received signal is a signal instructing wake-up from sleep mode, it can be determined that this is a step to perform charging.

[0073] The step (S230) of determining whether the charging reservation time has been exceeded based on the number of times the charging stage has been determined according to one embodiment of the present invention can determine whether the charging reservation time has been exceeded based on the number of times the step of determining the charging stage based on the charging signal described above (S220) has been performed. Specifically, it can be determined whether the value obtained by multiplying the time required for the step of determining the charging stage (S220) by the number of times exceeds the charging reservation time.

[0074] Next, in the step of outputting a charging control signal according to one embodiment of the present invention (S240), if the charging signal is a signal that instructs the start of charging, or if it is determined that the charging reservation time has been exceeded based on the number of charging stage determinations, a charging control signal (for example, an Enable high signal) can be output to the MCU unit 260 in the EVCC 200.

[0075] While the above-mentioned detailed description of the invention has been given with reference to preferred embodiments of the invention, a person ordinary in the art should understand that the invention can be modified and altered in various ways without departing from the spirit and scope of the invention as set forth in the claimed claims. [Explanation of Symbols]

[0076] 10:EV 11: Onboard charger 12: Charging Control Unit 13: Monitoring Department 14: Battery section 20:EVSE 21: Power transmission unit 22: Charging Control Unit 30: Connector / Inlet 100,200:EVCC 110,210: Vehicle ECU 120,220:CAN Trcv section 130,230:Wakeup part 140:RTC section 150,250:PMIC Department 160,260: MCU section

Claims

1. In an electric vehicle battery charging control device for scheduled charging, A communication unit for receiving scheduled charging time information, A first control unit outputs a charging control signal that controls the start of scheduled charging based on the received scheduled charging time information, An electric vehicle battery charging control device for scheduled charging, comprising: a second control unit that controls the charging of the electric vehicle battery based on the charging control signal; and

2. The electric vehicle battery charging control device for scheduled charging according to claim 1, wherein the communication unit is configured to perform CAN communication with the vehicle ECU in the electric vehicle.

3. The electric vehicle battery charging control device for scheduled charging according to claim 1, wherein the first control unit is configured to receive a charging signal from an EVSE (Electric Vehicle Supply Equipment) outside the electric vehicle.

4. The electric vehicle battery charging control device for scheduled charging according to claim 3, wherein the charging signal is a CP signal, and the CP signal includes voltage information and duty cycle information.

5. The electric vehicle battery charging control device for scheduled charging according to claim 1, wherein the first control unit is configured to perform a determination of the charging stage based on a received charging signal.

6. The electric vehicle battery charging control device for scheduled charging according to claim 4, wherein the first control unit is configured to determine whether the scheduled time has been exceeded based on the number of times the charging stage determination has been performed and the time required for the charging stage determination.

7. The electric vehicle battery charging control device for scheduled charging according to claim 1, characterized in that the first control unit consumes lower power than the second control unit.

8. The electric vehicle battery charging control device for scheduled charging according to claim 1, characterized in that the second control unit is in a state where no power is applied before receiving the charging control signal output from the first control unit.

9. In an electric vehicle battery charging control method for scheduled charging, The steps include receiving reserved charging time information from the vehicle ECU of the electric vehicle, A step of receiving a charging signal from EVSE (Electric Vehicle Supply Equipment) and determining the charging stage based on the said charging signal, A step of determining whether the reserved charging time has been exceeded based on the reserved charging time information and the number of charging stage determinations, A method for controlling the charging of an electric vehicle battery for scheduled charging, comprising the step of outputting a charging control signal when it is determined that the aforementioned scheduled charging time has been exceeded.

10. The electric vehicle battery charging control method for scheduled charging according to claim 9, wherein the charging signal is a CP signal, and the CP signal includes voltage information and duty cycle information.

11. The step of determining whether the aforementioned reservation time has been exceeded is: The electric vehicle battery charging control method for scheduled charging according to claim 9, further comprising the step of determining whether the product of the time required for determining the charging stage and the number of times determining the charging stage exceeds the value of the scheduled charging time information.

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