Charging device and its operating method

Abstract

The charging device is connected to the first electric vehicle and includes a first connection device and a power device. The first connection device comprises a first power line, a first control pilot line, and a first proximity pilot line, and the power device comprises a switch, a controller, and a resistor. When the controller is started up by receiving first operating power supplied from the first electric vehicle via the first control pilot line, the controller controls the switch to disconnect the connection between the first control pilot line and the first proximity pilot line, and the resistor is connected to the first proximity pilot line by the operation of the switch, thereby adjusting the impedance of the first proximity pilot line to a first specific impedance, which causes the first electric vehicle to recognize the operating mode to be performed at present.

Description

Technical Field

[0001] (Cross - Reference to Related Applications) This disclosure claims the priority of U.S. Patent Application No. 63 / 624,549, titled "Charging Device and Method of Operating the Same", filed with the U.S. Patent and Trademark Office on January 24, 2024, and incorporates its entire content by reference into this disclosure.

[0002] This disclosure relates to a charging device and a method of operating the same, and more particularly, to a general - purpose charging device and a method of operating the same.

Background Art

[0003] Currently, in order to pursue energy conservation and reduction of carbon dioxide emissions, electric vehicles are gradually being replaced from fuel - driven to power - driven. The power source of electric mobility (generally referred to as electric vehicles) is a battery, and in order to maintain the driving range of electric mobility, charging of the battery is necessary. On the other hand, since the battery mounted on electric mobility can store electricity, when the remaining battery capacity is sufficient, it can also be used as an emergency power supply for external devices. In conventional chargers for electric vehicles, charging / discharging of electric vehicles is often composed of different products, and as a result, due to the wide variety of product types, the charger needs to notify the electric vehicle to operate in a specific charging / discharging mode using a predetermined communication method according to the functions it has. Therefore, in order to execute the charging / discharging function in an electric vehicle, it is common to use a dedicated charging cable to execute a dedicated operation mode. For this reason, in order to support various charging / discharging devices, it is necessary to carry dedicated charging cables corresponding to each of them, resulting in an increase in configuration cost, a decrease in portability, and a wasteful use of many copper wires.

[0004] Furthermore, when supplying battery power from an electric vehicle to an external device as emergency power, the external device has no power because the power supply from the battery has not yet started. This presents a problem in that it cannot perform handshake communication with the electric vehicle to set the charge / discharge mode. If the external device were to attempt to set or adjust pre-executable operating modes, it would require a separate power source (such as an additional battery or external power supply) to temporarily activate the equipment necessary for handshake communication. This would impair usability and make it difficult to set the operating mode.

[0005] Therefore, a key research topic for the applicant was how to realize a charging device and its operating method that allows the controller within the power device to be started without requiring an external power supply. [Overview of the project]

[0006] To solve the above problems, this disclosure provides a charging device that overcomes the problems of the prior art. Accordingly, the charging device of this disclosure includes a first connection device, which comprises a first power line, a first control pilot line, and a first proximity pilot line, one end of which is connected to a first electric vehicle. The charging device further includes a power device, which is connected to the other end of the first power line, the first control pilot line, and the first proximity pilot line, and comprises a switch, a controller, and a resistor. The switch is connected to the first proximity pilot line, and the controller is connected to the first power line, the first control pilot line, and the resistor. When the controller is not operating, the switch short-circuits the first control pilot line and the first proximity pilot line. When the controller is started up by receiving first operating power supplied from the first electric vehicle via the first control pilot line, the controller controls a switch to disconnect the connection between the first control pilot line and the first proximity pilot line, and the operation of the switch connects a resistor to the first proximity pilot line, thereby adjusting the impedance of the first proximity pilot line to a first specific impedance, which is intended to make the first electric vehicle aware of the operating mode to be performed at present.

[0007] To solve the above problems, this disclosure provides a method for operating a charging device and overcomes the problems of the prior art. Accordingly, the charging device of this disclosure includes a first connection device and a power device, the power device comprising a resistor. The method for operating includes the steps of: short-circuiting a first control pilot line and a first proximity pilot line of the first connection device when a first operating power is not present; receiving a first operating power supplied from the first electric vehicle via the first control pilot line when the first connection device is connected to the first electric vehicle; disconnecting the connection between the first control pilot line and the first proximity pilot line and connecting a resistor to the first proximity pilot line based on the first operating power; and adjusting the impedance of the first proximity pilot line to a first specific impedance by connecting the resistor to the first proximity pilot line, thereby causing the first electric vehicle to recognize the operating mode to be performed now by the first specific impedance.

[0008] The main purpose and effect of the charging device of this disclosure is that, in the discharge operating mode, the electric vehicle supplies power to the controller in the power unit via the charging cable in advance, and after the controller starts up, it controls the switching of a switch to obtain a specific impedance, thereby allowing the electric vehicle to recognize the operating mode it is currently about to perform based on that specific impedance. As a result, the controller in the power unit does not need an external power supply for startup, resulting in the effects of reduced device costs and improved ease of use.

[0009] To gain a deeper understanding of this disclosure, please refer to the following detailed description and attached drawings of the technologies, means, and effects employed to achieve the specified objectives. This will provide a more concrete understanding of the objectives, features, and characteristics of this disclosure. Please note that the attached drawings are for reference and explanation purposes only and do not limit this disclosure. [Brief explanation of the drawing]

[0010] [Figure 1A]This is a schematic diagram showing the applicable configuration of the general-purpose charging device of this disclosure. [Figure 1B] This is an external view showing the structure of the general-purpose charging cable of this disclosure. [Figure 2] This is a schematic diagram showing the internal wiring of the charging cable disclosed herein. [Figure 3A] This is a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to the V2L operating mode. [Figure 3B] This is a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to V2H operating mode. [Figure 3C] This is a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to V2V operation mode. [Figure 3D] This is a waveform time series diagram when the general-purpose charging device of this disclosure is in discharge mode. [Figure 4A] This is a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to the M2 operating mode. [Figure 4B] This is a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to the M3 operating mode. [Figure 5] This flowchart shows the operation method of the charging device disclosed herein. [Modes for carrying out the invention]

[0011] The technical content and detailed explanation related to this disclosure are described below with reference to the drawings.

[0012] Referring to Figure 1A, this is a schematic diagram showing the applicable configuration of the general-purpose charging device of this disclosure. The general-purpose charging device 100 (hereinafter abbreviated as charging device 100) is applicable to charging modes such as Mode 2 (M2) and Mode 3 (M3) (the direction of the arrows indicates charging to the electric vehicle 200), and is also applicable to discharge modes such as Vehicle to Load (V2L), Vehicle to Home (V2H), and Vehicle-to-vehicle (V2V) (the direction of the arrows indicates that the electric vehicle discharges to the charging cable). The charging device 100 of this disclosure is connected to power devices 2 for various operating modes using a single general-purpose charging cable 1 (hereinafter abbreviated as charging cable 1), and the electric vehicle 200 and the power device 2 recognize the applicable operating mode by performing handshake communication with each other, and execute the corresponding charge / discharge operation based on that.

[0013] Specifically, the operating mode of M2 is a charging mode, and its main configuration includes a charging device 100 for the electric vehicle 200 between the extension plug 300 and the electric vehicle 200. The power device 2 may be, but is not limited to, a charger such as an IC-CPD (In-Cable Control and Protection Device). The power device 2 can establish communication with the electric vehicle 200 via the charging cable 1 and set various power parameters for charging the electric vehicle 200 (including, but not limited to, an upper limit on the charging current and charging time). Therefore, the power device 2, by being connected to an outlet via the extension plug 300, can receive AC power from the power grid and supply power Ps to the electric vehicle 200 based on the power parameters. The operating mode of M3 is also a charging mode, and its main configuration is that the electric vehicle 200 is connected to an AC charging stand or a wall-mounted power device 2 via the charging cable 1. The power unit 2 can establish communication with the electric vehicle via the charging cable 1 and set various charging parameters for the electric vehicle 200 (including, but not limited to, an upper limit on the charging current and charging time). Thus, the power unit 2 can receive AC power from the power grid and supply power Ps to the electric vehicle 200 based on the power parameters.

[0014] On the other hand, the V2L operating mode is a discharge mode, and its main configuration is that one end of the charging cable 1 is connected to a power device 2 such as a power outlet, and the other end is connected to the electric vehicle 200. Therefore, the electric vehicle 200 can supply power Ps to the power device 2 via the charging cable 1. The power device 2 may include, but is not limited to, power output ports such as outlets and USB ports in order to supply power to loads (not shown) connected to the power device 2. The V2H operating mode is a discharge mode, and its main configuration is that one end of the charging cable 1 is connected to a power device 2 such as an emergency power outlet, and the other end is connected to the electric vehicle 200. In the event of a power outage in the household AC power supply, the electric vehicle 200 can be connected to the power device 2 via the charging cable 1, supply power Ps to the power device 2, and supply emergency AC backup power. The V2V operating mode is discharge mode, and its main configuration is that one end of the charging cable is connected to a first electric vehicle 200-1 that receives power via a power device 2 such as a connector, and the other end is connected to a second electric vehicle 200-2 that receives power via the charging cable 1. Therefore, the first electric vehicle 200-1 can supply power Ps to the charging cable 1 via the power device 2, and can supply backup power to the second electric vehicle 200-2 by supplying power Ps to the second electric vehicle 200-2 via the charging cable 1.

[0015] Referring to Figure 1B, this is an external view showing the structure of the general-purpose charging cable of the present disclosure. In Figure 1B, the connector 1A on the left is a vehicle-side connector and is connected to the electric vehicle 200 (or first electric vehicle 200-1). The connector 1B on the right is a detachable connector and is connected to the adapters of the various power devices 2 shown in Figure 1A. Cable 1C is connected between these connectors 1A and 1B and can withstand different power supplies Ps depending on the thickness of the cable 1C (for example, depending on the thickness, it can withstand 9.6kW, 11kW, etc., respectively, but is not limited to these). Furthermore, the length of cable 1C can also be adjusted according to the user's needs (for example, it may be 5 / 6 / 7m, but is not limited to these), and the charging cable 1 of the present disclosure can provide users with a variety of options.

[0016] Referring again to Figures 1A and 1B, the charging cable 1 of this disclosure includes a detachable connector 1B, a cable 1C, and a vehicle-side connector 1A. The charging cable 1 is connected via the detachable connector to the device-side connector 2A of the M2, M3, V2L, V2H, and V2V power devices 2, respectively, constituting a general-purpose charging device 100, which can provide a predetermined charging and discharging function depending on the connected power device 2. In particular, in the V2L, V2H, and V2V operating modes, the power device 2 is normally the receiving side and generally cannot supply power. Also, if the charging device 100 has not yet completed handshake communication with the supplying electric vehicle 200 (or first electric vehicle 200-1), the supplying electric vehicle 200 (or first electric vehicle 200-1) will not supply power Ps to the power device 2 in advance. Therefore, in situations where the power device 2 does not have an additional power source, the internal controller (not shown) will not yet start up and will not be able to operate normally. Under conditions where power unit 2 cannot operate normally, it means that power unit 2 cannot adjust its operating mode to discharge mode (i.e., V2L, V2H, V2V), making it difficult to set the operating mode. Furthermore, in order to first bring power unit 2 into a state where the operating mode can be set and adjusted, it is necessary to temporarily start the controller (not shown) inside power unit 2 using an additional power source (for example, an additional battery, an external power source, etc., but not limited to these).

[0017] Therefore, one of the features and effects of this disclosure is that the charging cable 1 can be combined with various products for charging / discharging electric vehicles 200, and a single general-purpose charging cable 1 can be used according to the user's choice and to meet the requirements of different operating modes. Furthermore, the charging device 100 can supply a specific impedance to the electric vehicle 200 via the charge / discharge gun (i.e., the vehicle-side connector 1A), allowing the electric vehicle 200 to check specification information such as usage status, operating mode, and cable capacity of the charging cable 1, and to perform charging or discharging functions based on that information. In addition, the charging device 100 can incorporate functions such as leakage protection, short-circuit protection, over-temperature protection, over-current protection, and earth protection.

[0018] In addition, another feature and effect of the present disclosure is that when the charging device 100 is in the V2L, V2H, or V2V operation mode, the electric vehicle 200 supplies power to a controller (not shown) inside the power device 2 via the charging cable 1 in advance. After the controller (not shown) is activated, the switching of the switch is controlled to obtain a specific impedance, so that the electric vehicle 200 can recognize the operation mode that should be currently executed based on the specific impedance, and thereby the parameters can be set and adjusted. In this way, the controller (not shown) inside the power device 2 does not require an additional power supply source (which may be, for example, a battery, an external power source, etc., but is not limited thereto) for startup, and the effects of reducing the device cost and improving the convenience of use can be obtained.

[0019] On the other hand, as shown in FIGS. 1A and 1B, the detachable connector 1B of the charging cable 1 is preferably a male connector, and the device-side connector 2A of the power device 2 is preferably a female connector. The reason is that in the operation modes of M2 and M3, the supply power Ps is supplied to the connector of the power device 2 via the power device 2. Therefore, if the device-side connector 2A is a male connector, there is a risk of electric shock to the user. Conversely, in the operations of V2L, V2H, and V2V, after the entire power device 2 is completely connected and the communication is completed, the electric vehicle 200 supplies the supply power Ps to the charging cable 1. Therefore, even if the detachable connector 1B of the charging cable 1 is a male connector, there is no risk of electric shock to the user.

[0020] Referring to Figure 2, which is a schematic diagram showing the internal wiring of the charging cable of this disclosure, please understand it in conjunction with Figures 1A and 1B. In this embodiment, connectors 1A and 1B and cable 1C are shown as an example of US standard wiring, but are not limited thereto, and European standards, Japanese standards, and other standards are also included in the scope of this embodiment. In the example in Figure 2, single-phase power is used as an example (it is similarly applicable to three-phase power), and cable 1C includes a live wire L, a ground wire N, a neutral wire PE, a control pilot line CP, and a proximity pilot line PP. Note that the live wire L, ground wire N, and neutral wire PE can be collectively referred to as the power line P in the following description unless otherwise specified. The power device 2 is connected to the detachable connector 1B via the device-side connector 2A, and is connected to the above wiring in the charging cable 1. The electric vehicle 200 is also connected to the above wiring in the charging cable 1 via the vehicle-side connector 1A. The vehicle-side connector 1A may further include a trigger circuit 12 (the wiring is shown as an example according to US standards, but other standards are not limited thereto), which is connected between the power line P and the proximity pilot line PP.

[0021] The trigger circuit 12 can cause an impedance fluctuation in the proximity pilot line PP based on a trigger Tg, such as a user's press, and the controller of the power device 2 or the electric vehicle 200 can confirm that the connection between the power device 2 and the electric vehicle 200 is complete based on the impedance fluctuation on the proximity pilot line PP. As an example, the trigger circuit 12 may include resistors R6, R7 and a push-button switch S3, with one end of resistor R6 connected to the proximity pilot line PP. The other end of resistor R6 is connected to one end of resistor R7, and the other end of resistor R7 is connected to the neutral wire PE of the power line P. One end of the push-button switch S3 is connected to the node between resistors R6 and R7, and the other end of the push-button switch S3 is connected to the neutral wire PE. The detailed structure of the trigger circuit 12 described above is merely illustrative and not limited thereto; any trigger circuit 12 capable of changing impedance is included within the scope of this embodiment.

[0022] After the vehicle-side connector 1A is connected to the electric vehicle 200, if the user has not yet pressed the push-button switch S3, both ends of the push-button switch S3 are short-circuited, and the path from the neutral wire PE to the node between the resistors R6 and R7 is short-circuited. Therefore, the resistance from the proximity pilot line PP to the neutral wire PE is R6. When the user presses the push-button switch S3, both ends of the push-button switch S3 are disconnected, and the path from the neutral wire PE to the node between the resistors R6 and R7 is disconnected. Therefore, the resistance from the proximity pilot line PP to the neutral wire PE is R6 + R7. Finally, after the user releases the push-button switch S3, the resistance from the proximity pilot line PP to the neutral wire PE returns to R6. Due to the trigger Tg from when the user presses the push-button switch S3 until releasing it, a change (i.e., a change in resistance value) occurs in the impedance from the proximity pilot line PP to the neutral wire PE, and thus a voltage change occurs due to the combination of a constant current on the proximity pilot line PP and the varying impedance. Then, the controller of the power device 2 or the electric vehicle 200 can confirm that the connection between the electric vehicle 200 and the vehicle-side connector 1A has been completed based on this voltage change.

[0023] On the other hand, the charging device 100 further includes an LED indicator 14, which is located on the charging cable 1. The LED indicator 14 indicates whether the direction of the current flowing through the charging cable 1 is from the vehicle-side connector 1A to the detachable connector 1B, or from the detachable connector 1B to the vehicle-side connector 1A. The user can easily recognize whether the charging cable 1 is operating in charging mode or discharging mode by the LED indicator 14 on the charging cable 1. Furthermore, the illumination of the LED indicator 14 on the charging cable 1 can prevent the user from accidentally damaging the cable or being exposed to accident risks such as tripping in dark places. Here, the LED indicator 14 can create a visual sense of direction by sequential illumination or gradually increasing brightness, for example, but is not limited to this, so that the user can easily identify the direction of the current.

[0024] Referring to Figure 3A, a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to the V2L operating mode, should be understood in conjunction with Figures 1A to 2. The general-purpose charging device 100 includes a charging cable 1 and a power device 2. One end of the charging cable 1 (i.e., the first connection device) is connected to the device-side connector 2A of the power device 2, such as an outlet, via a detachable connector 1B, and the other end is connected to the vehicle-side connector 200A of the electric vehicle 200 (i.e., the first electric vehicle 200-1) via a vehicle-side connector 1A. Thus, the power line P (which may include a live line L, an earth wire N, and a neutral wire PE, and is similarly applicable to three-phase power), the control pilot line CP, and the proximity pilot line PP can connect the power device 2 and the electric vehicle 200 via the detachable connector 1B and the vehicle-side connector 1A.

[0025] The power supply unit 2 comprises a switch SW, a controller MCU, and a resistor RP, and may further include power output ports such as an outlet port 22 and a USB port 24. The controller MCU comprises a control pilot terminal Ecp, a proximity pilot terminal Epp, and a power receiving terminal Eps. Here, the USB port 24 is preferably a Type-C connection port, but is not limited to this. The power supply outlet may include an AC / DC converter (not shown) that can convert AC power to DC power. The power receiving terminal Eps of the controller MCU is connected to the power line P, and the control pilot terminal Ecp of the controller MCU is connected to the control pilot line CP. The resistor RP is connected to the proximity pilot terminal Epp of the controller MCU, and one end of the switch SW is connected to the proximity pilot line PP. The controller MCU controls the other end of the switch SW to selectively connect to either the control pilot line CP or the resistor RP. When the controller MCU is inactive (i.e., the controller MCU has no power and is not operating), the switch SW short-circuits the control pilot line CP and the proximity pilot line PP, short-circuiting the contacts of these two lines on the vehicle-side connector 1A and the vehicle connector 200A.

[0026] When confirming that the electric vehicle 200 is connected to the power unit 2, the electric vehicle 200 provides a communication signal Sp via the control pilot line CP and attempts to communicate with the controller MCU via a handshake. Therefore, when the controller MCU receives the communication signal Sp provided from the electric vehicle 200 via the control pilot line CP, the controller MCU is activated using the energy of this communication signal Sp as the first operating power VCC1. Once the controller MCU is activated, it controls the switch SW to disconnect the connection between the control pilot line CP and the proximity pilot line PP, and the resistor RP is connected to the proximity pilot line PP by the operation of the switch SW. When the resistor RP is connected to the proximity pilot line PP, the impedance on the proximity pilot line PP changes due to the connection of the resistor RP, and the impedance on the proximity pilot line PP can be adjusted to a specific impedance. The electric vehicle 200 acquires this specific impedance via the proximity pilot line PP, recognizes that the operating mode to be performed is V2L based on this specific impedance, and can further check the specification information to set various parameters from the electric vehicle 200 to the power unit 2 (for example, the upper limit of the discharge current, the discharge time, etc., but not limited to these). That is, when resistor RP is connected to the proximity pilot line PP, a specific voltage is generated in the path due to the influence of the specific impedance formed by resistors R6, R7, and RP, and the electric vehicle 200 can recognize that the current mode should be the discharge mode of V2L based on this specific voltage.

[0027] On the other hand, the controller MCU can also change the operating mode of the charging device 100 by adjusting the impedance on the proximity pilot line PP and the corresponding voltage. For example, if an abnormality occurs during the process of the electric vehicle 200 discharging to the power device 2, the controller MCU can control the switch SW to disconnect the connection between the proximity pilot line PP and the resistor RP. At this time, the electric vehicle 200 receives a specific voltage indicating a device abnormality via the proximity pilot line PP. Therefore, the electric vehicle 200 can interrupt the communication signal Sp that it was transmitting to the control pilot line CP, and interrupt the mutual handshake communication between the controller MCU and the electric vehicle 200. Furthermore, if an abnormality occurs during the process of the electric vehicle 200 discharging to the power device 2, the controller MCU can selectively control the switch SW to short-circuit the control pilot line CP and the proximity pilot line PP, or to keep the connection between the control pilot line CP and the proximity pilot line PP disconnected, but in either case, it does not affect the determination of a device abnormality.

[0028] When the user presses the push-button switch S3 to generate a trigger Tg, and the voltage from the proximity pilot line PP to the neutral line PE changes, the electric vehicle 200 and the controller MCU can confirm that the connection between the electric vehicle 200 and the vehicle-side connector 1A is complete based on this voltage change. Furthermore, the controller MCU can perform handshake communication (i.e., mutual transmission and reception of communication signals Sp) with the electric vehicle 200 via the control pilot line CP to acquire and confirm power parameters (not limited to) such as the dischargeable current value (this operation is generally performed after confirming the operating mode, but is not limited to this). Therefore, based on a specific voltage on the proximity pilot line PP and the change in that voltage, the controller MCU confirms that the connection between the electric vehicle 200 and the vehicle-side connector 1A is complete and recognizes that the operating mode to be performed now is the discharge mode of V2L. The controller MCU then further performs handshake communication with the electric vehicle 200 via the control pilot line CP to acquire power parameters. Finally, when the above operations are completed, the controller MCU controls the electric vehicle 200 to supply power Ps to the power line P, and the power outlet receives the power Ps from the power line P.

[0029] Referring again to Figure 3A, the power unit 2 further includes a conversion circuit 26. The conversion circuit 26 is connected between the power receiving terminal Eps and the power line P. The conversion circuit 26 is preferably, but not limited to, a step-down converter. When the controller MCU completes handshake communication with the electric vehicle 200 and controls the electric vehicle 200 to supply power Ps to the power line P, the power unit 2 receives the supply power Ps corresponding to the power parameters via the power line P. Thus, the conversion circuit 26 can receive the supply power Ps on the power line P and convert the supply power Ps into a second operating power VCC2. When the power unit 2 receives the second operating power VCC2 from the power receiving terminal Eps, the controller MCU switches the power source from the first operating power VCC1 to the second operating power VCC2. In this way, the electric vehicle 200 can supply the first operating power VCC1 to the controller MCU inside the power unit 2 via the charging cable 1 in advance, and then supply the second operating power VCC2 after the controller MCU has started up. This makes it possible to start the device without using an additional power supply (not limited to batteries or external power).

[0030] Referring to Figure 3B, which is a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to V2H operating mode, please understand it in conjunction with Figures 1A to 3A. One end of the charging cable 1 (i.e., the first connection device) is connected to the device-side connector 2A of a power device 2 such as an emergency power outlet via a detachable connector 1B, and the other end is connected to the vehicle-side connector 200A of the electric vehicle 200 (i.e., the first electric vehicle 200-1) via a vehicle-side connector 1A. When the household AC power is cut off, the electric vehicle 200 can act as a generator, supplying power Ps to the outlet port 22 and providing emergency backup power to the house 400. Its circuit configuration and operating method are similar to those in Figure 3A, and the main difference is that it operates when the household AC power is cut off, so a detailed explanation of its circuit configuration and operating method is omitted here.

[0031] Referring to Figure 3C, which is a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to V2V operation mode, please understand it in conjunction with Figures 1A to 3B. The difference between Figure 3C and Figures 3A to 3B is that in Figure 3C, the power unit 2 and the charging cable 1 are integrated into a single module. That is, the charging cable 1 can be called the first connection device, and the first connection device (charging cable 1) and the power unit 2 are integrated to form the integrated vehicle-side connector 1D shown in Figure 3C (hereinafter collectively referred to as "integrated vehicle-side connector 1D"). The integrated vehicle-side connector 1D is then connected to the vehicle connector 200A of the first electric vehicle 200-1 that supplies power. In addition, the charging device 100 further includes a second connection device, which is the charging cable 3. The charging cable 3 is similar to the charging cable 1 described in Figures 2 and 3A to 3B, and similarly includes a power line, a control pilot line, and a proximity pilot line. To ensure clear distinction, the power line P1, control pilot line CP1, and proximity pilot line PP1 belong to the first connection device, while the power line P2, control pilot line CP2, and proximity pilot line PP2 belong to the charging cable 3. The vehicle-side connector 1A of the charging cable 3 is connected to the second electric vehicle 200-2 which receives power, and the detachable connector 1B of the charging cable 3 is connected to the integrated vehicle-side connector 1D.

[0032] Furthermore, the controller MCU is similar to those in Figures 3A and 3B and includes a control pilot terminal and a proximity pilot terminal connected to the first electric vehicle 200-1, as well as a power supply terminal Eps. In addition, it also includes a control pilot terminal and a proximity pilot terminal connected to the second electric vehicle 200-2. For clear distinction, these are divided into the first control pilot terminal Ecp1, the first proximity pilot terminal Epp1, the second control pilot terminal Ecp2, and the second proximity pilot terminal Epp2. The operation of the first control pilot terminal Ecp1 and the first proximity pilot terminal Epp1 is similar to that in Figures 3A and 3B, and the electric vehicle 200-1 can recognize that the operating mode is the V2V discharge mode based on a specific impedance. Furthermore, the controller MCU communicates with the first electric vehicle 200-1 via the first control pilot line CP1 based on the V2V discharge mode.

[0033] Meanwhile, the controller MCU sets the impedance of the second proximity pilot line PP2 to a different specific impedance, allowing the second electric vehicle 200-2 to check the specifications of the charging device 100 via this different specific impedance. Here, in order to clearly distinguish the specific impedances of the proximity pilot lines PP1 and PP2, they are divided into a first specific impedance for the first proximity pilot line PP1 and a second specific impedance for the second proximity pilot line PP2. The value of the first specific impedance may be the same as or different from the value of the second specific impedance, as long as the electric vehicles 200-1, 200-2 and / or the controller MCU can determine that they are operating in V2V discharge mode based on this and check the specifications.

[0034] After the controller MCU sets the impedance of the second proximity pilot line PP2 to a second specific impedance, the controller MCU can communicate with the second electric vehicle 200-2 via the second control pilot line CP2 to perform a handshake (i.e., mutual transmission and reception of communication signals Sp), thereby acquiring and verifying power parameters such as the dischargeable current value, but is not limited to this. After the power parameters are confirmed through tripartite communication between the first electric vehicle 200-1, the second electric vehicle 200-2, and the controller MCU, the first electric vehicle 200-1 supplies power Ps via the integrated vehicle-side connector 1D and the charging cable 3 to power the second electric vehicle 200-2. Furthermore, referring to Figure 3C, the charging cable 3 is similar to that in Figure 2 and may also include a trigger circuit 12. The circuit configuration and operation method of this trigger circuit 12 are similar to those in Figures 2 to 3B, so a detailed explanation is omitted here.

[0035] Referring to Figure 3D, this is a waveform time series diagram when the general-purpose charging device of this disclosure is in discharge mode, and should be understood in conjunction with Figures 1A to 3C. Figure 3D can be explained in correspondence with the operation of Figures 3A to 3C, where the solid line L1 indicates the signal (voltage) of either the control pilot line CP or the proximity pilot line PP, and the dashed line L2 indicates the signal (voltage) of the other. During times t0 to t1, the electric vehicle 200 is not yet connected to the charging device 100. Therefore, the controller MCU is not activated, and the control pilot line CP is not receiving any signal. For this reason, the charging device 100 is not operating in the discharge modes of V2L, V2H, and V2V, and the signals (voltages) of both are 0. During times t1 to t2, the electric vehicle 200 is connected to the charging device 100, and the electric vehicle 200 provides a communication signal Sp to the control pilot terminal of the controller MCU via the control pilot line CP. When the controller MCU has not yet started up, the switch SW shorts the control pilot line CP and the proximity pilot line PP, so the signals (voltages) on the control pilot line CP and the proximity pilot line PP are identical. At this time, since the controller MCU has not yet started up, the charging device 100 is not operating in the V2L, V2H, or V2V discharge modes.

[0036] Between times t2 and t3, the controller MCU starts up and controls the switch SW to conduct between resistor RP and proximity pilot line PP. As a result, the signals (voltages) on the control pilot line CP and proximity pilot line PP are different, and the electric vehicle 200 recognizes, based on the signal (voltage) on proximity pilot line PP, that the operating mode to be performed is a discharge mode of V2L, V2H, or V2V. Here, since the fluctuation of the signal (voltage) on proximity pilot line PP changes according to the resistance value of resistor RP, if the connection of resistor RP causes the signal (voltage) on proximity pilot line PP to change to a specific potential Vx, the electric vehicle 200 can recognize that the operating mode to be performed is V2L. Finally, when the electric vehicle 200 is disconnected from the charging device 100 at time t3, the signals (voltages) on both return to 0. Note that the specific potential Vx mentioned above is merely an example. In reality, the signal (voltage) on the proximity pilot line PP at time t2 to t3 may be higher or lower than the signal (voltage) on the control pilot line CP depending on the operating mode; therefore, the heights of the solid line L1 and the dashed line L2 are not constant.

[0037] Referring to Figure 4A, which is a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to the M2 operating mode, please understand it in conjunction with Figures 1A to 3D. The charging device 100 in Figure 4A includes a charging cable 3 and a power unit 2, the power unit 2 may be, but is not limited to, a charger such as an IC-CPD. The circuit configuration of the charging cable 3 is similar to that in Figure 3C. The power unit 2 is connected between the charging cable 3 and the extension plug 300, and the vehicle-side connector 1A of the charging cable 3 is connected to the electric vehicle 200. Furthermore, when the charging cable 3 is connected to the electric vehicle 200 and the power unit 2, the controller MCU changes the impedance of the proximity pilot line PP via the proximity pilot terminal Epp to a specific impedance if the operating mode is the M2 charging mode, and this specific impedance makes the electric vehicle 200 recognize that the operating mode to be performed now is the M2 charging mode. The controller MCU then communicates with the electric vehicle 200 via the control pilot line CP, performing a handshake (i.e., mutual transmission and reception of communication signals Sp), and may, but is not limited to, acquiring and verifying power parameters such as the dischargeable current value. Once verification is complete, the controller MCU controls the power switch SWp to conduct, supplying power Ps to the electric vehicle 200. In one embodiment, the power device 2 selectively includes a conversion circuit that can convert the commercial power received by the extension plug 300 into appropriate power Ps to charge the electric vehicle 200.

[0038] Referring to Figure 4B, which is a schematic diagram showing the internal wiring when the general-purpose charging device of this disclosure is applied to the M3 operating mode, please understand it in conjunction with Figures 1A to 4A. The charging device 100 in Figure 4B includes a charging cable 3 and a power device 2, and the power device 2 may be, but is not limited to, an AC charging stand or a wall-mounted charger. The circuit configuration of the charging cable 3 is similar to that in Figure 3C. The power device 2 is connected to the charging cable 3, and the vehicle-side connector 1A of the charging cable 3 is connected to the electric vehicle 200. The circuit in Figure 4B then operates similarly to that in Figure 4A, and the power device 2 supplies power Ps to the electric vehicle 200.

[0039] Referring to Figure 5, which is a flowchart showing the operation method of the charging device of this disclosure, please understand it in conjunction with Figures 1A to 4B. The operation method of the charging device mainly involves the electric vehicle 200 supplying power to the controller (not shown) inside the power device 2 via the charging cable 1 in advance in the V2L, V2H, and V2V operation modes, and then performing the subsequent charging and discharging operation. Specifically, the operation method of the charging device 100 includes the following: When there is no first operating power, the control pilot line and proximity pilot line of the connection device are short-circuited (S100). A preferred embodiment is a configuration in which one end of the switch SW is connected to the proximity pilot line PP, and the controller MCU is controlled to selectively connect the other end of the switch SW to the control pilot line CP or resistor RP. When the controller MCU is not operating (i.e., when the controller MCU has no power and is not operating), the switch SW pre-short-circuits the control pilot line CP and the proximity pilot line PP, and short-circuits the contacts of both lines of the vehicle-side connector 1A and the vehicle connector 200A. The connecting device may be a charging cable 1, but is not limited to that; it may also be a device such as a connector 1A as shown in Figure 3C.

[0040] Next, when the connection device is connected to the electric vehicle, it receives first operating power supplied from the electric vehicle via the control pilot line (S120). When the controller MCU receives a communication signal Sp provided from the electric vehicle 200 via the control pilot line CP, the controller MCU is started up using the energy of this communication signal Sp as the first operating power VCC1. Next, based on the first operating power, the connection between the first control pilot line and the first proximity pilot line is disconnected, and a resistor is connected to the first proximity pilot line (S140). When the controller MCU is started up, the controller MCU controls the switch SW to disconnect the connection between the control pilot line CP and the proximity pilot line PP, and connects the resistor RP to the proximity pilot line PP via the operation of the switch SW.

[0041] Finally, by connecting a resistor to the first proximity pilot line, the impedance of the first proximity pilot line is adjusted to a specific impedance, and this specific impedance allows the electric vehicle to recognize the operating mode to be performed (S160). When the resistor RP is connected to the proximity pilot line PP, the impedance on the proximity pilot line PP changes due to the connection of the resistor RP, making it possible to adjust the impedance on the proximity pilot line PP to a specific impedance. The electric vehicle 200 obtains the specific impedance via the proximity pilot line PP, recognizes the operating mode to be performed based on that specific impedance, and further checks the specification information. Based on this information, the electric vehicle 200 can set various parameters for the power device 2 (for example, the upper limit of the discharge current, the discharge time, etc., but not limited to these). In one embodiment, the detailed operation method of the charging device can be found in conjunction with Figures 1A to 4B, or can be inferred from the contents of Figures 1A to 4B, so a detailed explanation is omitted here.

[0042] Preferred embodiments of the present disclosure have been described in detail above with reference to the attached drawings, but the features of the present disclosure are not limited thereto and are not restrictive. The technical scope of the present disclosure is based on the following claims, and embodiments that are consistent with the spirit thereto and have similar modifications are also included in the technical scope of the present disclosure. Furthermore, variations and modifications that a person skilled in the art could easily conceive of within the technical scope of the present disclosure are also included in the claims. [Explanation of symbols]

[0043] 100: Charging device 1, 3: Charging cable 1A: Vehicle-side connector 1B: Detachable connector 1C: Cable 1D: Integrated vehicle-side connector L: Live wire N: Ground wire PE: Neutral wire P, P1, P2: Power lines CP, CP1, CP2: Control pilot lines PP, PP1, PP2: Proximity Pilot Lines 12: Trigger Circuit R6, R7: Resistance S3: Push button switch 14: LED indicator 2: Power equipment 2A: Device-side connector SW: Switch MCU: Controller Ecp: Control pilot terminal Ecp1: First control pilot terminal Ecp2: Second control pilot terminal Epp: Proximity Pilot Terminal Epp1: First Proximity Pilot Terminal Epp2: Second Proximity Pilot Terminal Eps: Power receiving terminal RP: Resistance 22: Power outlet port 24: USB port 26: Conversion Circuit SWp: Power switch 200: Electric vehicles 200-1: First Electric Vehicle 200-2: Second Electric Vehicle 200A: Vehicle connector 300: Extension plug 400: Housing Ps: Supply power Tg: Trigger Sp: Communication signal VCC1: 1st operating power VCC2: 2nd operating power L1: Solid line L2: Dashed line t0~t3: Time Vx: Specific potential

Claims

1. A first connection device comprising a first power line, a first control pilot line, and a first proximity pilot line, one end of which is connected to a first electric vehicle, Includes the first power line, the first control pilot line, and a power device connected to the other end of the first proximity pilot line, The aforementioned power device is A switch connected to the first proximity pilot line, A controller connected to the first power line and the first control pilot line, the switch short-circuiting the first control pilot line and the first proximity pilot line when not in operation, The controller is connected to a resistor, A charging device in which, when the controller is started up by receiving first operating power supplied from the first electric vehicle via the first control pilot line, the controller controls the switch to disconnect the connection between the first control pilot line and the first proximity pilot line, and the operation of the switch causes the resistor to be connected to the first proximity pilot line, thereby adjusting the impedance of the first proximity pilot line to a first specific impedance, the first specific impedance is for causing the first electric vehicle to recognize the operating mode to be executed at present.

2. The aforementioned controller, A first control pilot terminal connected to the first control pilot line, A first proximity pilot terminal connected to the resistor and connected to the first proximity pilot line by the conduction of the switch, It comprises a power receiving terminal connected to the conversion circuit of the power device, The controller communicates with the first electric vehicle via the first control pilot terminal to perform a handshake and acquire power parameters. The charging device according to claim 1, wherein the power device receives a supply power corresponding to the power parameter via the first power line, the conversion circuit converts the supply power into a second operating power, and when the power receiving terminal receives the second operating power, the controller switches the power source from the first operating power to the second operating power.

3. The charging device according to claim 1, wherein the controller interrupts mutual handshake communication with the first electric vehicle by controlling the switch to disconnect the connection between the first proximity pilot line and the resistor when an abnormality occurs in the operation of the charging device.

4. The charging device according to claim 1, wherein the power device is a power outlet, the first specific impedance is for the first electric vehicle to recognize that the operating mode is a vehicle-to-load mode, and thereby the controller, in the vehicle-to-load mode, performs handshake communication with the first electric vehicle via the first control pilot line and supplies power from the first electric vehicle to the power outlet.

5. The charging device according to claim 1, wherein the power device is an emergency power outlet, the first specific impedance is for the first electric vehicle to recognize that the operating mode is vehicle-to-home mode, and thereby the controller, in vehicle-to-home mode, performs handshake communication with the first electric vehicle via the first control pilot line and supplies power from the first electric vehicle to the emergency power outlet.

6. The first connection device is connected to the first power line and the first proximity pilot line and further comprises a trigger circuit that causes an impedance fluctuation in the first proximity pilot line based on a trigger. The charging device according to claim 1, wherein the controller confirms that the connection between the power device and the first electric vehicle has been completed based on the impedance fluctuation.

7. The second connection device further includes a second power line, a second control pilot line, and a second proximity pilot line, with one end connected to a second electric vehicle and the other end connected to the power device. The charging device according to claim 1, wherein the first specific impedance is for the first electric vehicle to recognize that the operating mode is a vehicle-to-vehicle mode, and the first electric vehicle and the controller communicate with each other via the first control pilot line based on the vehicle-to-vehicle mode, and the controller communicates with each other via the second control pilot line to supply power from the first electric vehicle to the second electric vehicle.

8. The aforementioned controller, A second control pilot terminal connected to the second control pilot line, The system includes a second proximity pilot terminal connected to the second proximity pilot line, the controller which sets the impedance of the second proximity pilot line to a second specific impedance, The controller communicates with the second electric vehicle via the second control pilot terminal, The charging device according to claim 7, wherein the second specific impedance is for the second electric vehicle to confirm the specifications of the charging device.

9. The second connection device is connected to the second power line and the second proximity pilot line and further includes a trigger circuit that causes an impedance fluctuation in the second proximity pilot line based on a trigger. The charging device according to claim 7, wherein the controller confirms that the connection between the power device and the second electric vehicle has been completed based on the impedance fluctuation.

10. The charging device according to claim 1, further comprising an LED indicator disposed in the first connection device for indicating the direction of the current flowing through the first connection device.

11. A method for operating a charging device that includes a first connecting device and a power device equipped with a resistor, The steps include short-circuiting the first control pilot line and the first proximity pilot line of the first connection device when no first operating power is present, When the first connection device is connected to the first electric vehicle, the first operating power supplied from the first electric vehicle is received via the first control pilot line, Based on the first operating power, the steps include disconnecting the connection between the first control pilot line and the first proximity pilot line, and connecting the resistor to the first proximity pilot line, An operating method comprising the steps of: connecting the resistor to the first proximity pilot line to adjust the impedance of the first proximity pilot line to a first specific impedance, thereby causing the first electric vehicle to recognize the operating mode to be performed at present based on the first specific impedance.

12. The charging device includes a conversion circuit, The aforementioned operation method is, The steps include: performing handshake communication with the first electric vehicle via the first control pilot line to obtain power parameters; The steps include receiving power supply corresponding to the power parameter via the first power line of the first connection device, The steps include controlling the conversion circuit to convert the supplied power into a second operating power, The operating method according to claim 11, further comprising the step of switching the power source from the first operating power to the second operating power when the second operating power is received.

13. The steps include determining that an abnormality has occurred in the operation of the charging device, The operating method according to claim 11, further comprising the step of interrupting mutual handshake communication with the first electric vehicle by disconnecting the connection between the first proximity pilot line and the resistor.

14. The steps include presenting the first specific impedance to the first electric vehicle and causing it to recognize that the operating mode is a vehicle-to-load mode or a vehicle-to-residential mode, The steps include: performing a handshake communication with the first electric vehicle via the first control pilot line based on the vehicle-to-load mode or the vehicle-to-home mode; The operating method according to claim 11, further comprising the step of supplying power from the first electric vehicle to the power device by completing handshake communication.

15. A step of causing an impedance variation in the first proximity pilot line based on a trigger, The operating method according to claim 11, further comprising the step of confirming that the connection between the power device and the first electric vehicle has been completed based on the impedance fluctuation.

16. The charging device further includes a second connection device connected to a second electric vehicle, The aforementioned operation method is, The steps include presenting the first specific impedance to the first electric vehicle, causing it to recognize that the operating mode is a vehicle-to-vehicle mode, and performing mutual handshake communication with the first electric vehicle via the first control pilot line based on the vehicle-to-vehicle mode, The steps include: performing a handshake communication with the second electric vehicle via the second control pilot line of the second connection device based on the vehicle-to-vehicle mode; The operating method according to claim 11, further comprising the step of supplying power from the first electric vehicle to the second electric vehicle by completing handshake communication.

17. The operating method according to claim 16, further comprising the step of setting the impedance of the second proximity pilot line of the second connection device to a second specific impedance so that the second electric vehicle can confirm the specifications information of the charging device.

18. A step of causing an impedance variation in the second proximity pilot line based on a trigger, The operating method according to claim 17, further comprising the step of confirming that the connection between the power device and the second electric vehicle has been completed based on the impedance fluctuation.

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