Charging apparatus and operation method therefor

Abstract

A charging apparatus (100), used to be coupled to a first electric vehicle (200-1), and the charging apparatus (100) comprising a first connection apparatus and a power apparatus (2). The first connection apparatus comprises a first power wire, a first control guide wire, and a first connecting guide wire, and the power apparatus (2) comprises a switch, a controller, and a resistor. When the controller is started by receiving, by means of the first control guide wire, a first working power provided by the first electric vehicle (200-1), the controller controls the switch to disconnect the first control guide wire and the first connecting guide wire, and the resistor is coupled to the first connecting guide wire by means of actuation of the switch, so as to adjust the online impedance of the first connecting guide wire to a first specific impedance, the first specific impedance being used to allow the first electric vehicle to know an operation mode to be performed at present.

Description

Charging device and operating method thereof

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to U.S. patent application No. 63 / 624,549, filed with the U.S. Patent Office on January 24, 2024, and entitled “Charging Device and Method of Operating Same,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure relates to a charging device and an operating method thereof, and more particularly to a universal charging device and an operating method thereof. Background Art

[0004] Currently, electric vehicles are gradually being replaced by electric drives in the pursuit of energy conservation and carbon reduction. Electric vehicles (generally referred to as electric vehicles) are powered by batteries, so they need to be charged to maintain their range. Furthermore, since the batteries in electric vehicles can store electricity, when sufficient battery power is available, the battery power can also be fed back to external devices for emergency use. In previous electric vehicle chargers, charging and discharging were separate products, and the product variety required specific communication methods to notify the electric vehicle to operate in a specific charging and discharging mode based on its own capabilities. Therefore, electric vehicle charging and discharging equipment typically requires the use of dedicated charging cables to execute specific operating modes. Therefore, each charging and discharging device requires the use of a dedicated charging cable to execute a specific mode, increasing configuration costs, making it inconvenient to carry the device together, and wasting a lot of copper wire.

[0005] On the other hand, when using the electric vehicle's battery power to urgently power an external device, the external device has no power source because the electric vehicle's battery power is not yet available. As a result, the external device cannot communicate with the electric vehicle to set the charge and discharge mode. If the external device is to be used to set and adjust the operating mode, an additional power source (such as, but not limited to, an additional battery, an external power supply, etc.) is required to temporarily activate the device for handshake communication with the electric vehicle. This causes inconvenience in use and difficulty in setting the operating mode.

[0006] Therefore, how to design a charging device and its operating method so that the controller inside the power device can be started without using an additional power source is a major research topic that the applicant of this case wants to conduct.

[0007] Summary of the Invention

[0008] To address the above-mentioned problems, the present disclosure provides a charging device to overcome the problems of the known technology. Therefore, the charging device of the present disclosure includes a first connecting device, and the first connecting device includes one end for coupling to a first power line, a first control guide line, and a first connecting guide line of a first electric vehicle. The charging device also includes a power device, which couples the first power line, the first control guide line, and the other end of the first connecting guide line, and the power device includes a switch, a controller, and a resistor. The switch couples the first connecting guide line, and the controller couples the first power line, the first control guide line, and the resistor. When the controller is disabled, the switch short-circuits the first control guide line and the first connecting guide line. When the controller is enabled by receiving a first operating power provided by the first electric vehicle via the first control guide line, the controller controls the switch to disconnect the first control guide line and the first connecting guide line, and the resistor is coupled to the first connecting guide line by the activation of the switch to adjust the impedance of the first connecting guide line to a first specific impedance, and the first specific impedance is used to allow the first electric vehicle to know the current operating mode to be executed.

[0009] In order to solve the above problems, the present disclosure provides an operating method of a charging device to overcome the problems of the known technology. Therefore, the charging device of the present disclosure includes a first connecting device and a power device, and the power device includes a resistor. The operating method includes the following steps: when there is no first working power, short-circuit the first control guide line and the first connecting guide line of the first connecting device. When the first connecting device is coupled to the first electric vehicle, the first working power provided by the first electric vehicle is received through the first control guide line. According to the first working power, the first control guide line and the first connecting guide line are disconnected, and the resistor is coupled to the first connecting guide line. The impedance of the first connecting guide line is adjusted to a first specific impedance by coupling the first connecting guide line with a resistor, and the first specific impedance is used to allow the first electric vehicle to know the current operating mode to be executed.

[0010] The primary purpose and effect of this disclosure is that, in a discharging mode, the charging device utilizes an electric vehicle via a charging cable to pre-power a controller within the device. Once the controller is activated, the device controls the switching of a switch to obtain a specific impedance, allowing the electric vehicle to determine the desired operating mode based on the specific impedance. This eliminates the need for an additional power source to activate the controller within the device, saving equipment costs and improving user convenience.

[0011] In order to further understand the technologies, means and effects adopted by the present disclosure to achieve the intended objectives, please refer to the following detailed description and drawings of the present disclosure. It is believed that the objectives, features and characteristics of the present disclosure can be understood in depth and in detail. However, the drawings are provided for reference and illustration only and are not intended to limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] FIG1A is a schematic diagram of an application configuration of a universal charging device disclosed herein;

[0013] FIG1B is a structural appearance diagram of the universal charging cable disclosed herein;

[0014] FIG2 is a schematic diagram of the internal circuit of the charging cable disclosed in the present invention;

[0015] FIG3A is a schematic diagram of the internal circuit of the universal charging device of the present disclosure applied to the V2L operation mode;

[0016] FIG3B is a schematic diagram of the internal circuit of the universal charging device of the present disclosure applied to the V2H operation mode;

[0017] FIG3C is a schematic diagram of the internal circuit of the universal charging device of the present disclosure applied to the V2V operation mode;

[0018] FIG3D is a waveform timing diagram of the universal charging device of the present disclosure when the operating mode is the discharge mode;

[0019] FIG4A is a schematic diagram of the internal circuit of the universal charging device of the present disclosure when used in the M2 operation mode;

[0020] FIG4B is a schematic diagram of the internal circuit of the universal charging device of the present disclosure when used in the M3 operating mode; and

[0021] FIG5 is a flow chart of an operating method of the charging device of the present disclosure.

[0022] DESCRIPTION OF REFERENCE NUMERALS 100: Charging device, 1, 3: Charging cable, 1A: Vehicle-side connector, 1B: Pluggable 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 guide lines, PP, PP1, PP2: Connection guide lines, 12: Trigger circuit, R6, R7: Resistors, S3: Push switch, 14: LED indicator, 2: Power device, 2A: Device connector, SW: Switch, MCU: Controller, Ecp: Control guide terminal, Ecp1: First control guide terminal, Ecp2: Second control guide terminal, Epp: Connection guide terminal, Epp1: First connection guide terminal, Epp2: Second connection guide terminal, Eps: Power receiving terminal, RP: Resistor, 22: Socket port, 24: USB port 26: conversion circuit, SWp: power switch, 200: electric vehicle, 200-1: first electric vehicle, 200-2: second electric vehicle, 200A: vehicle connector, 300: extension plug, 400: home, Ps: power supply, Tg: trigger, Sp: communication signal, VCC1: first operating power, VCC2: second operating power, L1: solid line, L2: dashed line, t0-t3: time, Vx: specific potential. DETAILED DESCRIPTION

[0023] The technical content and detailed description of the present disclosure are described below with reference to the accompanying drawings:

[0024] Please refer to FIG1A for a schematic diagram of the application configuration of the universal charging device disclosed herein. The universal charging device 100 (hereinafter referred to as the charging device 100) is primarily used in charging modes such as, but not limited to, Mode 2 (M2) and Mode 3 (M3) (the arrow direction indicates charging of the electric vehicle 200), and can also be used in discharging modes such as Vehicle to Load (V2L), Vehicle to Home (V2H), and Vehicle to Vehicle (V2V) (the arrow direction indicates discharging of the electric vehicle to the charging cable). The charging device 100 disclosed herein primarily utilizes a single universal charging cable 1 (hereinafter referred to as the charging cable 1) to connect to a power device 2 of various operating modes, so that the electric vehicle 200 and the power device 2 can communicate with each other through handshake to determine the operating mode to be applied, and perform corresponding charging and discharging operations accordingly.

[0025] Specifically, the operating mode of M2 is charging mode, primarily involving a charging device 100 for the electric vehicle 200 between the extension plug 300 and the electric vehicle 200. The power device 2 can be, for example, but not limited to, an IC-CPD (In-Cable Control and Protection Device) charger. The power device 2 can establish communication with the electric vehicle 200 via the charging cable 1 to set various charging parameters for the electric vehicle 200 (such as, but not limited to, the upper limit of the charging current and the charging time). Therefore, the power device 2 can receive AC power from the grid by plugging the extension plug 300 into an outlet and provide power supply power Ps to the electric vehicle 200 based on the power parameters. The operating mode of M3 is also charging mode, primarily involving the electric vehicle 200 being coupled to the power device 2, such as an AC charging station or wall-mounted charger, via the charging cable 1. The power device 2 can establish communication with the electric vehicle via the charging cable 1 to set various charging parameters for the electric vehicle 200 (such as, but not limited to, the upper limit of the charging current and the charging time). Therefore, the power device 2 can receive AC power from the grid and provide power supply power Ps to the electric vehicle 200 based on the power parameters.

[0026] On the other hand, the V2L operating mode is a discharge mode, primarily in which one end of the charging cable 1 can be coupled to a power device 2, such as a power outlet, and the other end can be coupled to an electric vehicle 200. Therefore, the electric vehicle 200 can provide power supply Ps to the power device 2 via the charging cable 1. The power device 2 may include, for example, but not limited to, a power output port such as a socket or a USB port, to power a load (not shown) coupled to the power device 2. The V2H operating mode is a discharge mode, primarily in which one end of the charging cable 1 can be coupled to a power device 2, such as an emergency power outlet, and the other end can be coupled to the electric vehicle 200. When the household AC power supply is cut off, the electric vehicle 200 can provide power supply Ps to the power device 2 via the charging cable 1 to provide emergency AC backup power. The V2V operating mode is a discharge mode, primarily in which one end of the charging cable can be coupled to a power device 2, such as a connector, to provide power to a first electric vehicle 200-1, and the other end can be coupled to a second electric vehicle 200-2, which receives power, via the charging cable 1. Therefore, the first electric vehicle 200 - 1 can provide the power supply Ps to the charging cable 1 through the power device 2 , and then provide the power supply Ps to the second electric vehicle 200 - 2 through the charging cable 1 to provide backup power to the second electric vehicle 200 - 2 .

[0027] Please refer to Figure 1B for a structural appearance diagram of the universal charging cable disclosed in the present invention. In Figure 1B, the connector 1A on the left side is a vehicle-end connector, and is used to plug in the electric vehicle 200 (or the first electric vehicle 200-1). The connector 1B on the right side is a pluggable connector, and is used to plug in adapters of various power devices 2 as shown in Figure 1A above. The cable 1C is coupled between the two connectors 1A and 1B, and depending on the thickness of the cable 1C, it can be suitable for withstanding different power supply powers Ps (for example, but not limited to, different thicknesses can respectively withstand 9.6kW, 11kW, etc.). In addition, the length of the cable 1C can also be adjusted according to the needs of the user (for example, but not limited to 5 / 6 / 7m). Therefore, the charging cable 1 disclosed in the present invention can provide users with a variety of choices.

[0028] Referring again to Figures 1A and 1B, the charging cable 1 disclosed herein includes a pluggable connector 1B, a cable 1C, and a vehicle-side connector 1A. The charging cable 1 can be connected to the device connector 2A of the M2, M3, V2L, V2H, and V2V power devices 2 via the pluggable connector to form a universal charging device 100. The device provides the designated charging and discharging functions corresponding to the connected power device 2. In particular, in the V2L, V2H, and V2V operating modes, the power device 2 is typically the receiving end and generally cannot provide power. Furthermore, if the charging device 100 has not yet completed handshake communication with the power supply end electric vehicle 200 (or the first electric vehicle 200-1), the power supply end electric vehicle 200 (or the first electric vehicle 200-1) will not preemptively provide power supply Ps to the power device 2. Consequently, without an additional power source, the internal controller (not shown) of the power device 2 is not activated, preventing it from operating smoothly. If power device 2 is unable to operate smoothly, it means that power device 2 cannot adjust its operating mode to the discharge mode (i.e., V2L, V2H, V2V), making it difficult to set the operating mode. Furthermore, if power device 2 is to be able to set and adjust the operating mode, an additional power source (such as, but not limited to, an additional battery, an external power supply, etc.) is required to temporarily activate the internal controller of power device 2 (not shown).

[0029] Therefore, one of the features and benefits of the present disclosure is that the charging cable 1 of the present disclosure integrates all charging / discharging products for electric vehicles 200, allowing a single universal charging cable 1 to be configured according to the user's preferences and adapted to meet different operating mode requirements. Furthermore, the charging device 100 can provide a specific impedance to the electric vehicle 200 via the charging / discharging gun (i.e., the vehicle-side connector 1A), allowing the electric vehicle 200 to confirm the usage status, operating mode, and cable capacity of the charging cable 1, among other specifications, so that the charging or discharging function can be performed accordingly. Furthermore, the charging device 100 may also include functions such as leakage protection, short circuit protection, overtemperature protection, overcurrent protection, and ground fault protection.

[0030] Another feature and benefit of the present disclosure is that, in the V2L, V2H, or V2V operating modes, the charging device 100 of the present disclosure utilizes the electric vehicle 200 to pre-power the controller (not shown) within the power device 2 via the charging cable 1. Once the controller (not shown) is activated, it controls the switching of a switch to obtain a specific impedance. This allows the electric vehicle 200 to determine the current operating mode based on the specific impedance and to set and adjust parameters accordingly. This eliminates the need for an additional power source (such as, but not limited to, a battery or external power supply) to activate the controller (not shown), saving equipment costs and improving ease of use.

[0031] On the other hand, in Figures 1A and 1B, the pluggable connector 1B of the charging cable 1 is preferably a male connector, and the device connector 2A of the power device 2 is preferably a female connector. This is because, in the M2 and M3 operating modes, the supply power Ps is provided to the connector of the power device 2 through the power device 2. Therefore, if the device connector 2A is a male connector, there is a risk of electric shock. Conversely, in V2L, V2H, and V2V operations, the entire power device 2 must be fully connected, and only after communication is complete will the electric vehicle 200 provide the supply power Ps to the charging cable 1. Therefore, even if the pluggable connector 1B of the charging cable 1 is a male connector, there is no risk of electric shock.

[0032] Please refer to Figure 2 for a schematic diagram of the internal circuit of the charging cable disclosed herein, and refer to Figures 1A to 1B in conjunction. In this embodiment, the connectors 1A, 1B, and cable 1C are shown as US standard circuits, but are not limited to this. All specifications, such as European and Japanese standards, should be included in the scope of this embodiment. In the diagram of Figure 2, taking single-phase power as an example (three-phase power can be deduced similarly), cable 1C includes a live wire L, a ground wire N, a neutral wire PE, a control pilot wire CP, and a proximity pilot wire PP. Unless otherwise specified, the live wire L, the ground wire N, and the neutral wire PE may be referred to as the power line P. The power device 2 can be connected to the above-mentioned circuit in the charging cable 1 by connecting the pluggable connector 1B via the device connector 2A, and the electric vehicle 200 can also be connected to the above-mentioned circuit in the charging cable 1 by connecting the vehicle-end connector 1A. The vehicle-end connector 1A may further include a trigger circuit 12 (US standard circuit is used as an illustrative example, other specifications are not limited thereto), and the trigger circuit 12 is coupled between the power line P and the connecting guide line PP.

[0033] The trigger circuit 12 generates an impedance change in the connecting wire PP based on, for example, but not limited to, a user pressing a trigger Tg. The controller of the power device 2 or the electric vehicle 200 can then confirm that the connection between the power device 2 and the electric vehicle 200 is complete based on the impedance change in the connecting wire PP. For example, the trigger circuit 12 may include resistors R6 and R7 and a push switch S3. One end of the resistor R6 is coupled to the connecting wire PP. The other end of the resistor R6 is coupled to one end of the resistor R7, and the other end of the resistor R7 is coupled to the neutral line PE in the power line P. One end of the push switch S3 is coupled to the node between the resistors R6 and R7, and the other end of the push switch S3 is coupled to the neutral line PE. The detailed structure of the trigger circuit 12 described above is merely an illustrative example and is not intended to be limiting. Any trigger circuit 12 capable of changing impedance is intended to be included within the scope of this embodiment.

[0034] After vehicle-side connector 1A is plugged into electric vehicle 200 and the user has not yet pressed push switch S3, the two terminals of push switch S3 are short-circuited, shorting the path from neutral line PE to the node between resistors R6 and R7. Therefore, the resistance connecting guide wire PP to neutral line PE is R6. When the user presses push switch S3, the two terminals of push switch S3 are disconnected, disconnecting the path from neutral line PE to the node between resistors R6 and R7. Therefore, the resistance connecting guide wire PP to neutral line PE is R6 plus R7. Finally, after the user releases push switch S3, the resistance connecting guide wire PP to neutral line PE returns to R6. When the user presses the push switch S3 (i.e., presses it to the release trigger Tg), the impedance of the connecting wire PP to the neutral wire PE changes (i.e., the resistance value changes). Therefore, the fixed current in the connecting wire PP and the changing impedance produce a voltage change. 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-end connector 1A is complete through this voltage change.

[0035] On the other hand, the charging device 100 also includes an LED indicator light 14, and the LED indicator light 14 is configured on the charging cable 1. The LED indicator light 14 is used to indicate whether the current flowing through the charging cable 1 is from the vehicle-end connector 1A to the pluggable connector 1B, or from the pluggable connector 1B to the vehicle-end connector 1A. This allows the user to easily know whether the charging cable 1 is operating in charging mode or discharging mode by the LED indicator light 14 on the charging cable 1. In addition, the lighting of the LED indicator light 14 on the charging cable 1 can also prevent people from accidentally damaging the cable in the dark or causing accidents such as tripping. The LED indicator light 14 can, for example, but not limited to, illuminate in sequence or gradually brighten to create a visual sense of direction, allowing the user to easily distinguish the direction of the current.

[0036] Please refer to Figure 3A for a schematic diagram of the internal circuitry of the universal charging device of the present disclosure employed in a V2L mode of operation, in conjunction with Figures 1A-2. The universal 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 coupled to a device connector 2A of the power device 2, such as a socket, via a pluggable connector 1B, and the other end is coupled to a vehicle connector 200A of an electric vehicle 200 (i.e., the first electric vehicle 200-1) via a vehicle-side connector 1A. Therefore, a power line P (which may include a live line L, a ground line N, and a neutral line PE, and the same applies to three-phase power), a control line CP, and a connection line PP couple the power device 2 and the electric vehicle 200 via the pluggable connector 1B and the vehicle-side connector 1A.

[0037] The power device 2 includes a switch SW, a controller MCU, and a resistor RP. It may also include power output ports such as a socket port 22 and a USB port 24. The controller MCU includes a control pin Ecp, a connection pin Epp, and a power receiving pin Eps. The USB port 24 is preferably, but not limited to, a Type-C connection port. The power socket may also include an AC / DC converter (not shown) to convert AC power into DC power. The power receiving pin Eps of the controller MCU is coupled to the power line P, and the control pin Ecp of the controller MCU is coupled to the control pin CP. The resistor RP is coupled to the connection pin Epp of the controller MCU, and one end of the switch SW is coupled to the connection pin PP. The controller MCU selectively controls the other end of the switch SW to couple the control pin CP or the resistor RP. When the controller MCU is deactivated (i.e., the controller MCU is deactivated without power), the switch SW short-circuits the control pin CP and the connection pin PP, thereby short-circuiting the junction between the vehicle-side connector 1A and the vehicle connector 200A.

[0038] Upon confirming that electric vehicle 200 is connected to power device 2, electric vehicle 200 transmits a communication signal Sp via control line CP in an attempt to establish handshake communication with controller MCU. Therefore, upon receiving communication signal Sp from electric vehicle 200 via control line CP, controller MCU utilizes the energy of this signal Sp as the first operating power VCC1 and is activated. When activated, controller MCU controls switch SW to disconnect control line CP from connecting line PP. Actuation of switch SW couples resistor RP to connecting line PP. When resistor RP is coupled to connecting line PP, the coupling of resistor RP changes the impedance of connecting line PP, thereby adjusting the impedance of connecting line PP to a specific impedance. Electric vehicle 200 obtains the specific impedance via connecting line PP. Based on the specific impedance, electric vehicle 200 determines that the current operating mode is V2L and confirms specification information, which is then used to set various parameters of electric vehicle 200 for power device 2 (such as, but not limited to, the upper limit of discharge current and discharge time). That is, when the resistor RP is coupled to the guide wire PP, the voltage on its path is affected by the specific impedance formed by the resistors R6, R7, and RP to generate a specific voltage. Therefore, the electric vehicle 200 can know from this specific voltage that the current mode needs to operate in the V2L discharge mode.

[0039] Alternatively, the controller MCU can also change the operating mode of the charging device 100 by adjusting the impedance and corresponding voltage on the connecting guide line PP. For example, but not limited to, if an abnormality occurs during the discharge process from the electric vehicle 200 to the power device 2, the controller MCU can control the switch SW to disconnect the connecting guide line PP and the resistor RP. In this case, the electric vehicle 200 receives a specific voltage from the connecting guide line PP, indicating a device abnormality. Consequently, the electric vehicle 200 interrupts the communication signal Sp transmitted to the control guide line CP, thereby interrupting the handshake communication between the controller MCU and the electric vehicle 200. Alternatively, if an abnormality occurs during the discharge process from the electric vehicle 200 to the power device 2, the controller MCU can selectively control the switch SW to short-circuit the control guide line CP and the connecting guide line PP, or to continue disconnecting the control guide line CP and the connecting guide line PP. This does not affect the determination of the device abnormality.

[0040] When the user presses push switch S3, triggering Tg, causes the voltage on the connecting wire PP to the neutral line PE to change. Based on this voltage change, the electric vehicle 200 and the controller MCU confirm that the connection between the electric vehicle 200 and the vehicle-side connector 1A is complete. Furthermore, the controller MCU can communicate with the electric vehicle 200 via the control wire CP (i.e., transmit communication signals Sp to each other) to obtain and confirm power parameters such as, but not limited to, the dischargeable current (this operation is generally performed after confirming the operating mode, but is not limited to this). Therefore, the controller MCU confirms that the connection between the electric vehicle 200 and the vehicle-side connector 1A is complete based on the specific voltage and voltage changes on the connecting wire PP, and learns that the current mode is the V2L discharge mode. The controller MCU also obtains power parameters by controlling the control wire CP to communicate with the electric vehicle 200 via the handshake. Finally, upon completion of the above operations, the controller MCU controls the electric vehicle 200 to provide power Ps to the power line P, so that the power outlet receives the power Ps from the power line P.

[0041] Referring again to FIG. 3A , the power device 2 further includes a conversion circuit 26. The conversion circuit 26 is coupled between the power receiving terminal Eps and the power line P, and is preferably a step-down converter. When the controller MCU completes handshake communication with the electric vehicle 200 and controls the electric vehicle 200 to provide power Ps to the power line P, the power device 2 receives power Ps corresponding to the power parameters via the power line P. Therefore, the conversion circuit 26 receives the power Ps on the power line P and converts it into a second operating power VCC2. When the power device 2 receives the second operating power VCC2 from the power receiving terminal Eps, the controller MCU switches its power source from the first operating power VCC1 to the second operating power VCC2. This allows the electric vehicle 200 to initially power the controller MCU within the power device 2 with the first operating power VCC1 via the charging cable 1. Once the controller MCU is powered on, it is then powered by the second operating power VCC2, eliminating the need for an additional power source (such as, but not limited to, a battery or external power supply) for startup.

[0042] Please refer to FIG3B for a schematic diagram of the internal circuit of the universal charging device of the present disclosure applied to the V2H operation mode, and refer to FIG1A to FIG3A in conjunction. One end of the charging cable 1 (i.e., the first connecting device) is coupled to the device connector 2A of the power device 2 such as the emergency power socket through a pluggable connector 1B, and the other end is coupled to the vehicle connector 200A of the electric vehicle 200 (i.e., the first electric vehicle 200-1) through a vehicle-end connector 1A. When the household AC power is outage, the electric vehicle 200 can replace the generator and provide power supply Ps to the socket port 22 to provide emergency backup power to the home 400. Since its circuit structure and operation method are similar to FIG3A, the only difference is that it mainly operates in the case of a household AC power outage, so its circuit structure and operation method will not be described in detail.

[0043] Please refer to Figure 3C for a schematic diagram of the internal circuit of the universal charging device of the present disclosure applied to the V2V operation mode, and refer to Figures 1A to 3B in conjunction. The difference between Figure 3C and Figures 3A to 3B is that Figure 3C integrates the power device 2 and the charging cable 1 of Figures 3A to 3B into a single module. That is, the charging cable 1 can be referred to as the first connection device, and the first connection device (charging cable 1) and the power device 2 are integrated into an integrated vehicle-end connector 1D as shown in Figure 3C (hereinafter collectively referred to as the integrated vehicle-end connector 1D). Furthermore, the integrated vehicle-end connector 1D is used to couple to the vehicle connector 200A of the first electric vehicle 200-1 that provides power. In addition, the charging device 100 also includes a second connection device, and the second connection device is a charging cable 3. The charging cable 3 is similar to the charging cable 1 described in Figures 2, 3A, and 3B, and also includes a power line, a control guide line, and a connection guide line. To clearly distinguish them, the first connection device is divided into a power line P1, a control line CP1, and a connecting line PP1, and a power line P2, a control line CP2, and a connecting line PP2 of the charging cable 3. The vehicle-end connector 1A of the charging cable 3 is used to couple to the second electric vehicle 200-2 receiving power, and the pluggable connector 1B of the charging cable 3 is coupled to the integrated vehicle-end connector 1D.

[0044] Furthermore, the controller MCU is similar to Figures 3A and 3B and includes a control guide terminal and a connection guide terminal coupled to the first electric vehicle 200-1, as well as a power receiving terminal Eps. In addition, it also includes a control guide terminal and a connection guide terminal coupled to the second electric vehicle 200-2. To clearly distinguish them, they are divided into a first control guide terminal Ecp1, a first connection guide terminal Epp1, a second control guide terminal Ecp2, and a second connection guide terminal Epp2. The operation of the first control guide terminal Ecp1 and the first connection guide terminal Epp1 is similar to that of Figures 3A and 3B. They also enable the electric vehicle 200-1 to determine that the operating mode is the V2V discharge mode based on a specific impedance. The controller MCU can then communicate with the first electric vehicle 200-1 via the first control guide line CP1 in handshake mode based on the V2V discharge mode.

[0045] The controller MCU also sets the impedance of the second connecting wire PP2 to another specific impedance, allowing the second electric vehicle 200-2 to confirm the specifications of the charging device 100 through this specific impedance. To clearly distinguish the specific impedances of the connecting wires PP1 and PP2, a first specific impedance is assigned to the first connecting wire PP1 and a second specific impedance is assigned to the second connecting wire PP2. The first specific impedance can be the same as or different from the second specific impedance, as long as it allows the electric vehicles 200-1, 200-2 and / or the controller MCU to determine whether the vehicle is operating in the V2V discharge mode and confirm the specifications.

[0046] After the controller MCU sets the impedance of the second connecting lead PP2 to the second specific impedance, the controller MCU communicates with the second electric vehicle 200-2 via the second control lead CP2 (i.e., through the mutual transmission of communication signals Sp) to obtain and confirm power parameters such as, but not limited to, the dischargeable current. Furthermore, after the first electric vehicle 200-1, the second electric vehicle 200-2, and the controller MCU have confirmed the power parameters through three-way communication, the first electric vehicle 200-1 provides power supply Ps to the second electric vehicle 200-2 via the integrated vehicle-side connector 1D and the charging cable 3. Referring to FIG. 3C , the charging cable 3 is similar to FIG. 2 and may also include a trigger circuit 12. The circuit structure and operation of the trigger circuit 12 are similar to those of FIG. 2 to 3B and will not be further described here.

[0047] Please refer to Figure 3D for a waveform timing diagram of the universal charging device of the present disclosure operating in discharge mode, in conjunction with Figures 1A to 3C. Figure 3D can be used in conjunction with the operation of Figures 3A to 3C. The solid line L1 represents one of the signals (voltages) on the control pilot line CP and the connecting pilot line PP, and the dashed line L2 represents the other signal (voltage). At time 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 does not receive any signals. The charging device 100 is not operating in the discharge mode of V2L, V2H, and V2V, causing the signals (voltages) of these two signals to be zero. At time t1 to t2, the electric vehicle 200 is connected to the charging device 100 and provides a communication signal Sp to the control pilot line of the controller MCU via the control pilot line CP. Because the switch SW short-circuits the control pilot line CP and the connecting pilot line PP when the controller MCU is not activated, the signals (voltages) on the control pilot line CP and the connecting pilot line PP are the same. At this time, since the controller MCU has not yet started, the charging device 100 does not operate in the V2L, V2H, or V2V discharge modes.

[0048] At time t2-t3, the controller MCU has been started, and the control switch SW turns on the resistor RP and the connecting guide line PP. Therefore, the signal (voltage) on the control guide line CP is different from that on the connecting guide line PP, and the electric vehicle 200 can know that the current operation mode to be operated is the discharge mode of V2L, V2H, or V2V based on the signal (voltage) on the connecting guide line PP. Among them, the change of the signal (voltage) on the connecting guide line PP will correspond to the resistance value of the resistor RP. Therefore, assuming that the connection of the resistor RP causes the signal (voltage) on the connecting guide line PP to change to a specific potential Vx, the electric vehicle 200 can know that the current operation mode to be operated is V2L. Finally, at time t3, the electric vehicle 200 is pulled out of the charging device 100, so the signals (voltages) of the two are restored to 0 again. It is worth mentioning that the above-mentioned specific potential Vx is only an illustrative example. In fact, during time t2-t3, the signal (voltage) on the connecting guide line PP may be higher or lower than the signal (voltage) on the control guide line CP due to the operation mode, so the heights of the solid line L1 and the dotted line L2 are not constant.

[0049] Please refer to Figure 4A for a schematic diagram of the internal circuitry of the universal charging device of the present disclosure, shown in conjunction with Figures 1A to 3D . The charging device 100 of Figure 4A includes a charging cable 3 and a power device 2, such as, but not limited to, an IC-CPD charger. The circuit structure of the charging cable 3 is similar to that of Figure 3C . The power device 2 is coupled between the charging cable 3 and an extension plug 300 , and the vehicle-end connector 1A of the charging cable 3 is connected to the electric vehicle 200 . Furthermore, after the charging cable 3 is coupled to the electric vehicle 200 and the power device 2 , the controller MCU changes the impedance of the connecting lead PP to a specific impedance via the connecting lead end Epp, according to the M2 charging mode. This specific impedance informs the electric vehicle 200 that the current operating mode is M2 charging mode. Furthermore, the controller MCU communicates with the electric vehicle 200 via the control lead CP (i.e., through the mutual transmission of communication signals Sp) to obtain and confirm power parameters, such as, but not limited to, the dischargeable current. After confirmation is complete, the controller MCU controls the power switch SWp to turn on to provide power supply Ps to power the electric vehicle 200. It is worth mentioning that in one embodiment, the power device 2 may optionally include a conversion circuit to convert the mains power received by the extension plug 300 into a suitable power supply Ps for charging the electric vehicle 200.

[0050] Please refer to Figure 4B for a schematic diagram of the internal circuitry of the universal charging device of the present disclosure, applied in the M3 operating mode, in conjunction with Figures 1A to 4A. The charging device 100 of Figure 4B includes a charging cable 3 and a power device 2, such as, but not limited to, an AC charging station or a wall-mounted charger. The circuit structure of the charging cable 3 is similar to that of Figure 3C. The power device 2 is coupled to the charging cable 3, and the vehicle-end connector 1A of the charging cable 3 is connected to the electric vehicle 200. Furthermore, after the circuit of Figure 4B undergoes operations similar to those of Figure 4A, the power device 2 provides power supply Ps to the electric vehicle 200.

[0051] Please refer to Figure 5 for a flow chart of the operating method of the charging device disclosed herein, in conjunction with Figures 1A to 4B. The operating method of the charging device primarily involves, in V2L, V2H, or V2V operating modes, using the electric vehicle 200 to pre-power the controller (not shown) within the power device 2 via the charging cable 1 to perform subsequent charging and discharging operations. Specifically, the operating method of the charging device 100 includes short-circuiting the control guide line and the connection guide line of the connecting device when the first operating power is not available (S100). In a preferred embodiment, one end of a switch SW is coupled to the connection guide line PP, and the other end of the switch SW is selectively controlled by a controller MCU to couple to the control guide line CP or the resistor RP. When the controller MCU is deactivated (i.e., the controller MCU is deactivated due to lack of power), the switch SW is pre-set to short-circuit the control guide line CP and the connection guide line PP, thereby short-circuiting the connection points between the vehicle-side connector 1A and the vehicle connector 200A. The connecting device may be, but is not limited to, the charging cable 1. Alternatively, it may be a device such as the connector 1A shown in Figure 3C.

[0052] Then, when the connection device is coupled to an electric vehicle, it receives the first operating power provided by the electric vehicle via the control line (S120). When the controller MCU receives the communication signal Sp provided by the electric vehicle 200 via the control line CP, the controller MCU uses the energy of this communication signal Sp as the first operating power VCC1 and is activated. Then, based on the first operating power, the first control line and the first connecting line are disconnected, and a resistor is coupled to the first connecting line (S140). When the controller MCU is activated, the controller MCU controls the switch SW to disconnect the control line CP and the connecting line PP, and the resistor RP is coupled to the connecting line PP through the activation of the switch SW.

[0053] Finally, the impedance of the first connecting guide line is adjusted to a specific impedance by coupling the resistor to the first connecting guide line, and the specific impedance is used to allow the electric vehicle to know the current operating mode to be executed (S160). When the resistor RP is coupled to the connecting guide line PP, the coupling of the resistor RP can change the impedance on the connecting guide line PP, so the impedance on the connecting guide line PP can be adjusted to a specific impedance. The electric vehicle 200 obtains a specific impedance through the connecting guide line PP, and knows the current operating mode to be executed based on the specific impedance, and confirms the specification information at the same time, so as to set the various parameters of the electric vehicle 200 for the power device 2 (such as but not limited to the upper limit of the discharge current, the discharge time, etc.). It is worth mentioning that in one embodiment, the detailed operating method of the charging device can be referred to in conjunction with Figures 1A to 4B, or inferred from the contents recorded in Figures 1A to 4B, and will not be repeated here.

[0054] However, the above description is only a detailed description and drawings of the preferred specific embodiments of the present disclosure. The features of the present disclosure are not limited thereto and are not intended to limit the present disclosure. The entire scope of the present disclosure shall be subject to the following patent application scope. All embodiments that are consistent with the spirit of the patent application scope of the present disclosure and similar variations thereof shall be included in the scope of the present disclosure. Any changes or modifications that can be easily conceived by anyone familiar with the art within the field of the present disclosure shall be covered by the following patent scope of this case.

Claims

1. A charging device, wherein, Comprising a first connection device, and the first connection device includes a first power line with one end for coupling to a first electric vehicle, a first control guide line, and a first connection guide line. The charging device further includes: A power device, coupled to the other ends of the first power line, the first control guide line, and the first connection guide line, and the power device includes: A switch, coupled to the first connection guide line; A controller, coupled to the first power line and the first control guide line, and when the controller is disabled, the switch shorts the first control guide line and the first connection guide line; and A resistor, coupled to the controller; Wherein, when the controller is enabled by receiving a first working power provided by the first electric vehicle through the first control guide line, the controller controls the switch to open the first control guide line and the first connection guide line, and the resistor is coupled to the first connection guide line through the actuation of the switch to adjust the impedance on the first connection guide line to a first specific impedance, and the first specific impedance is used for the first electric vehicle to know a current operation mode to be executed.

2. The charging device according to claim 1, wherein, The controller includes: A first control guide end, coupled to the first control guide line, and the controller communicates with the first electric vehicle through the first control guide end to obtain a power parameter; A first connection guide end, coupled to the resistor, and coupled to the first connection guide line through the conduction of the switch; and A power receiving end, coupled to a conversion circuit of the power device; Wherein, the power device receives a supply power corresponding to the power parameter through the first power line, and the conversion circuit converts the supply power into a second working power; when the power device receives the second working power from the power receiving end, the controller changes the power acquisition source from the first working power to the second working power.

3. The charging device according to claim 1, wherein, When an abnormality occurs in the operation of the charging device, the controller controls the switch to open the first connection guide line and the resistor to interrupt the handshake communication with the first electric vehicle.

4. The charging device according to claim 1, wherein, The power device is a power supply socket, and the first specific impedance is used for the first electric vehicle to know that the operation mode is a vehicle-to-load mode, so that the controller communicates with the first electric vehicle through the first control guide line in the vehicle-to-load mode, and the first electric vehicle supplies power to the power supply socket accordingly.

5. The charging device according to claim 1, wherein, The power device is an emergency power supply socket, and the first specific impedance is used for the first electric vehicle to know that the operation mode is a vehicle-to-home mode, so that the controller communicates with the first electric vehicle through the first control guide line in the vehicle-to-home mode, and the first electric vehicle supplies power to the emergency power supply socket accordingly.

6. The charging device according to claim 1, wherein, The first connection device further includes: A trigger circuit, coupled to the first power line and the first connection guide line, and generating a change in impedance on the first connection guide line according to a trigger, Wherein, the controller confirms the completion of the connection between the power device and the first electric vehicle according to the change in impedance.

7. The charging device according to claim 1, wherein, Further includes: A second connection device, comprising a second power line, a second control guide wire, and a second connection guide wire, and one end of the second power line, the second control guide wire, and the second connection guide wire is used to couple to a second electric vehicle, and the other end is coupled to the power device; Wherein, the first specific impedance is used for the first electric vehicle to know that the operation mode is a vehicle-to-vehicle mode, so as to perform handshake communication with the first electric vehicle through the first control guide wire according to the vehicle-to-vehicle mode, and enable the controller to perform handshake communication with the second electric vehicle through the second control guide wire in the vehicle-to-vehicle mode, and accordingly, the first electric vehicle supplies power to the second electric vehicle.

8. The charging device according to claim 7, wherein, The controller includes: A second control guide end, coupled to the second control guide wire, and the controller performs handshake communication with the second electric vehicle through the second control guide end; and A second connection guide end, coupled to the second connection guide wire, and the controller sets the impedance on the second connection guide wire to a second specific impedance, and the second specific impedance is used for the second electric vehicle to confirm a specification information of the charging device.

9. The charging device according to claim 7, wherein, The second connection device further includes: A trigger circuit, coupled to the second power line and the second connection guide wire, and generating a change in impedance on the second connection guide wire according to a trigger; Wherein, the controller confirms that the connection between the power device and the second electric vehicle is completed according to the change in impedance.

10. The charging device according to claim 1, wherein, The charging device further includes: An LED indicator light, disposed on the first connection device, and used to indicate a current direction of a current flowing through the first connection device.

11. A method for operating a charging device, wherein, The charging device includes a first connection device and a power device, and the power device includes a resistor. The operation method includes the following steps: When there is no first working power, short-circuit a first control guide wire and a first connection guide wire of the first connection device; When the first connection device is coupled to a first electric vehicle, receive the first working power provided by the first electric vehicle through the first control guide wire; According to the first working power, open the first control guide wire and the first connection guide wire, and couple the resistor to the first connection guide wire; and Adjust the impedance on the first connection guide wire to a first specific impedance by coupling the resistor to the first connection guide wire, and the first specific impedance is used for the first electric vehicle to know a current operation mode to be executed.

12. The operating method according to claim 11, wherein, The charging device includes a conversion circuit, and the operation method further includes the following steps: Perform handshake communication with the first electric vehicle through the first control guide wire to obtain a power parameter; Receive a supply power corresponding to the power parameter through a first power line of the first connection device; Control the conversion circuit to convert the supply power into a second working power; And When receiving the second working power, change the power acquisition source from the first working power to the second working power.

13. The operating method according to claim 11, wherein, It further includes the following steps: Judge that the operation of the charging device is abnormal; and Open the first connection guide wire and the resistor to interrupt the handshake communication with the first electric vehicle.

14. The operating method according to claim 11, wherein, It further includes the following steps: Supply the first specific impedance to the first electric vehicle to know that the operation mode is a vehicle-to-load mode or a vehicle-to-home mode; Perform handshake communication with the first electric vehicle via the first control lead wire according to the vehicle-to-load mode or the vehicle-to-home mode of the vehicle; and After the handshake communication is completed, the first electric vehicle supplies power to the power device.

15. The operating method according to claim 11, wherein, It further includes the following steps: Generate a change in impedance on the first connection lead wire according to a trigger; and Confirm that the connection between the power device and the first electric vehicle is completed according to the change in impedance.

16. The operating method according to claim 11, wherein, The charging device includes a second connection device for coupling to a second electric vehicle, and the operation method further includes the following steps: Supply the first specific impedance to the first electric vehicle to let it know that the operation mode is the vehicle-to-vehicle mode, and perform handshake communication with the first electric vehicle via the first control lead wire according to the vehicle-to-vehicle mode; Perform handshake communication with the second electric vehicle via a second control lead wire of the second connection device according to the vehicle-to-vehicle mode; and After the handshake communication is completed, the first electric vehicle supplies power to the second electric vehicle.

17. The operating method according to claim 16, wherein, It further includes the following steps: Set the impedance on a second connection guide wire of the second connection device to a second specific impedance for the second electric vehicle to confirm the specification information of the charging device.

18. The operating method according to claim 17, wherein, It further includes the following steps: Generate a change in impedance on the second connection lead wire according to a trigger; and Confirm that the connection between the power device and the second electric vehicle is completed according to the change in impedance.

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