Charging device and operation method therefor

Abstract

The present disclosure relates to a charging device, comprising a connecting device and a power device. The connecting device comprises a power line, a control guide wire and a connecting guide wire, and the power device comprises a conversion circuit, an auxiliary power supply circuit and a controller. The conversion circuit converts a signal source connected to the guide wires into a first working power supply, and the auxiliary power supply circuit converts a power supply provided to the power line by an electric vehicle into a second working power supply. When the controller is disabled and the electric vehicle is coupled to the connecting device, the controller is enabled on the basis of the first working power supply, and sets the current operation mode to be executed as a discharge mode. When in the discharge mode and receiving the second working power supply, the controller changes the power source from the first working power supply to the second working power supply.

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 in particular to a charging device capable of controlling the discharge of an electric vehicle and an operating method thereof. Background Art

[0004] Figures 1A and 1B below show schematic diagrams of the internal circuitry of a conventional electric vehicle charging device for V2X (Vehicle-to-everything) applications. V2X discharge modes generally refer to discharge modes that can include vehicle-to-load (V2L), vehicle-to-home (V2H), vehicle-to-grid (V2G), and vehicle-to-vehicle (V2V). Specifically, the V2L discharge mode primarily involves coupling one end of the charging device 100 to a power outlet and the other end to an electric vehicle 200. The electric vehicle 200 can provide AC power to the power outlet through the charging device 100, and the power outlet can include power output ports such as a socket or USB port to power the load coupled to the power outlet. The V2H and V2G discharge modes primarily involve coupling one end of the charging device 100 to an emergency power outlet or grid power, and the other end to the electric vehicle 200. When a household AC power outage occurs, the electric vehicle 200 can use the charging device 100 to provide AC power to an emergency power outlet or the mains, providing emergency AC backup power. The vehicle-to-vehicle (V2V) discharge mode primarily involves coupling the charging device 100 to the electric vehicle 200 providing power and the other end to the electric vehicle 200 receiving power. The providing electric vehicle 200 can then provide AC power to the receiving electric vehicle 200 through the charging device 100, providing backup power to the receiving electric vehicle 200.

[0005] Generally speaking, during the aforementioned V2X discharge mode, the charging device 100 lacks a wake-up function. Consequently, the controller within the charging device 100 cannot be awakened during the discharge mode, where the electric vehicle 200 discharges the battery. Therefore, the V2X discharge mode often requires actuating switch S3 to direct current through resistors R6 and R7 (as shown in FIG1A ), or directly short-circuiting the control lead 14 (as shown in FIG1B ). However, neither of these methods can timely adjust the discharge current provided by the electric vehicle 200, nor do they provide ground fault protection, overcurrent protection, overvoltage protection, or leakage current detection.

[0006] Therefore, how to design a charging device and an operating method thereof so as to enable the controller without using additional external power when the controller is disabled is a major research topic that the inventors of this case want to conduct.

[0007] Summary of the Invention

[0008] In order to solve the above 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 connecting device, and the connecting device includes one end for coupling the power line, control guide line and connecting guide line of the electric vehicle. The charging device also includes a power device, the power device couples the other end of the power line, control guide line and connecting guide line, and the power device includes a conversion circuit, an auxiliary power supply circuit and a controller. The conversion circuit couples the connecting guide line and the controller, and is used to convert the signal source of the connecting guide line into a first working power supply. The auxiliary power supply circuit couples the power line and the controller, and is used to convert the power provided by the electric vehicle to the power line into a second working power supply. Wherein, when the controller is disabled and the electric vehicle is coupled to the connecting device, the controller is enabled according to the first working power supply, and the current operation mode to be executed is set to the discharge mode; when the controller operates in the discharge mode and receives the second working power supply, the controller changes the power acquisition source from the first working power supply to the second working power supply.

[0009] In order to solve the above problems, the present disclosure provides an operating method for a charging device to overcome the problems of the known technology. Therefore, the charging device of the present disclosure includes a connecting device and a power device, the connecting device includes a power line, a control guide line and a connecting guide line, and the power device includes a switch, a conversion circuit and an auxiliary power circuit. The operating method includes the following steps: (a) When the power device is disabled, the conversion circuit converts the signal source on the connecting guide line to a first working power source according to the electric vehicle coupling connecting device. (b) The current operating mode to be executed is set to a discharge mode according to the first working power source, and handshake communication is performed with the electric vehicle through the control guide line to receive the power provided by the electric vehicle to the power line. (c) The auxiliary power circuit converts the power supply to a second working power source. When the second working power source is received, the power acquisition source is changed from the first working power source to the second working power source.

[0010] The primary purpose and effect of the present disclosure is to enable the controller, when the controller is disabled, by using the power required by the electric vehicle to confirm whether the electric vehicle is connected to the connection device, so that subsequent operations can be performed after the controller is enabled. Furthermore, because this power activation method does not require additional external power to power the controller, it can achieve the effects of reducing external power configuration costs and device size.

[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 the internal circuit of a conventional electric vehicle charging device applied to V2X;

[0013] FIG1B is a schematic diagram of the internal circuit of another conventional electric vehicle charging device applied to V2X;

[0014] FIG2 is a schematic diagram of the internal circuit of the charging device of the present disclosure applied to the first embodiment of V2X;

[0015] FIG3 is a schematic diagram of the internal circuit of the charging device of the present disclosure applied to the second embodiment of V2X;

[0016] FIG4A is a schematic diagram of a first operation step of the charging device of the present disclosure applied to V2X;

[0017] FIG4B is a schematic diagram of a second operation step of the charging device of the present disclosure applied to V2X;

[0018] FIG4C is a schematic diagram of a third operation step of the charging device of the present disclosure applied to V2X;

[0019] FIG4D is a schematic diagram of the fourth operation step of the charging device of the present disclosure applied to V2X; and

[0020] FIG5 is a flow chart of the operating method of the charging device disclosed herein.

[0021] Description of Reference Numerals

[0022] 100: Charging device,

[0023] 1: Connecting device,

[0024] 12: Power lines,

[0025] L: FireWire,

[0026] N: zero line,

[0027] PE: ground wire,

[0028] 14: Control guide wire,

[0029] 16: Connect the guide wire,

[0030] 18: Trigger circuit,

[0031] R6, R7: resistors,

[0032] S3: trigger switch,

[0033] 2: Power equipment,

[0034] 2A: First end,

[0035] 2B: Second end,

[0036] 22: Conversion circuit,

[0037] 24: Auxiliary power supply circuit,

[0038] 26: Controller,

[0039] SW: switch,

[0040] 32: Detection module,

[0041] 320: voltage detection circuit,

[0042] 322: Current detection circuit,

[0043] 324: Ground detection circuit,

[0044] 326: Welding detection circuit,

[0045] 328: Leakage detection circuit,

[0046] 329: Temperature detection circuit,

[0047] 34: First control and guidance module,

[0048] 36: Second control and guidance module,

[0049] Dr: driving circuit,

[0050] Fuse: fuse,

[0051] 200: Electric vehicles,

[0052] 300: load,

[0053] P: Power supply,

[0054] Sp: signal source,

[0055] Pw1: first working power supply,

[0056] Pw2: second working power supply,

[0057] Ps: power supply parameters,

[0058] Sv: voltage signal,

[0059] Si: current signal,

[0060] Sm: impedance signal,

[0061] Se: welding signal,

[0062] Sr: leakage signal,

[0063] St: temperature signal,

[0064] PWM: Pulse Width Modulation signal,

[0065] S100~S400: steps. DETAILED DESCRIPTION

[0066] The technical content and detailed description of the present disclosure are described as follows with reference to the accompanying drawings.

[0067] Please refer to Figure 2 for a schematic diagram of the internal circuitry of the first embodiment of the charging device of the present disclosure for V2X applications, in conjunction with Figures 1A-1B. One end of the charging device 100 is coupled to an electric vehicle 200, and the other end can be coupled to an emergency power outlet, a receiving electric vehicle, a mains power source, or other devices. When the coupled device is a mains power source, and the mains power source is available, the mains power source can provide, for example but not limited to, AC power or DC power to the charging device 100. After communicating with the electric vehicle 200, the charging device 100 provides power P to charge the electric vehicle 200 (this operation is referred to as charging mode). Furthermore, the charging device 100 of the present disclosure can also be used for V2X discharge operations. Therefore, after coupling with the electric vehicle 200, the charging device 100 can adjust its operating mode to V2X mode and feed power from the electric vehicle 200 to devices 300 (hereinafter collectively referred to as loads 300), such as the emergency power outlet, the receiving electric vehicle, or a mains power source that is out of power, to power the loads 300. Among them, the V2X mode includes, but is not limited to, vehicle-to-load V2L, vehicle-to-home V2H, vehicle-to-mains V2G, vehicle-to-vehicle V2V and other discharge modes, and for the sake of simplicity, they are collectively referred to as discharge modes below.

[0068] Furthermore, the charging device 100 includes a connecting device 1 and a power device 2, and the connecting device 1 can be a connector, a pluggable cable, or other device. The connecting device 1 includes a power line 12, a control guide line 14, and a connecting guide line 16, and one end of the power line 12, the control guide line 14, and the connecting guide line 16 is used to couple to the electric vehicle 200. The power line 12 includes a live wire L, a neutral wire N, and a ground wire PE (i.e., a ground wire), and the control guide line 14 is coupled to a trigger circuit 18. The trigger circuit 18 includes resistors R6 and R7 connected in series, and a trigger switch S3 connected in parallel with the resistor R7. The function of the trigger circuit 18 is that when the connecting device 1 is to be coupled to the electric vehicle 200, the user needs to press the trigger switch S3 to change the impedance on the connecting guide line 16. Therefore, the current flowing through the connecting guide wire 16 and the changing impedance generate a change in the voltage on the connecting guide wire 16 , so that the electric vehicle 200 can confirm the connection between the electric vehicle 200 and the connecting device 1 through the change in voltage and perform subsequent operations accordingly.

[0069] It is worth noting that, in one embodiment, the trigger circuit 18 is merely a specific circuit required by certain electric vehicle brands and is not a required circuit. Therefore, the connection device 1 can be configured with the trigger circuit 18 according to the requirements of each electric vehicle brand, or simply use a single resistor to couple the connection guide wire 16 to the ground line PE, or even simply connect the connection guide wire 16 with no other circuits along this path. Therefore, the connection device 1 is not limited to FIG2 . Furthermore, in one embodiment, the power line 12 in FIG2 is only shown for a single-phase AC power source. However, the power line 12 can actually be adjusted accordingly depending on whether the power source P is a single-phase, three-phase AC power source, or a DC power source. This will not be further described here.

[0070] The first end 2A of the power device 2 is coupled to the power line 12, the control line 14, and the other end of the connecting line 16. The second end 2B of the power device 2 is coupled to the mains, the load 300, and other devices. The power device 2 includes a conversion circuit 22, an auxiliary power circuit 24, and a controller 26. The controller 26 can be a single control chip or a control module composed of multiple control chips and additional control circuits. The conversion circuit 22 is coupled to the connecting line 16 and the controller 26 and is used to convert the signal source Sp of the connecting line 16 into a first working power source Pw1. The auxiliary power circuit 24 is coupled to the live wire L and neutral wire N of the power line 12 and the controller 26 and is used to convert the power P provided by the electric vehicle 200 to the power line 12 into a second working power source Pw2.

[0071] Furthermore, when the power device 2 is operating in charging mode and power P is input to the second terminal 2B, the controller 26 is enabled and can provide power P to the electric vehicle 200 to charge the electric vehicle 200. However, when power P is not input to the second terminal 2B, the controller 26 is disabled due to the lack of a power source, rendering the power device 2 inoperative and without any control means. However, in general, to enable the power device 2 to change its operating mode to discharge mode, additional external power (such as, but not limited to, an external battery, an external power source, etc.) must be used to power the controller 26 to enable the controller 26. This inevitably requires an additional power supply architecture for the power device 2, resulting in additional cost and device size. Therefore, the present disclosure primarily addresses the issue of enabling the controller 26 when the electric vehicle 200 is coupled to the connection device 1, using the power required by the electric vehicle 200 to confirm whether the connection with the connection device 1 is complete, so that subsequent operations can proceed after the controller 26 is enabled. Furthermore, since such a power supply activation method does not require the use of additional external power to power the controller 26 , it can achieve the effect of reducing the configuration cost of external power and reducing the size of the device.

[0072] Furthermore, when the controller 26 is not deactivated and the electric vehicle 200 is coupled to the connection device 1, the controller 26 is activated based on the first working power source Pw1. After activation, the controller 26 is able to control the power device 2. Since no power source P is input to the second terminal 2B, the controller 26 sets the current operating mode to discharge mode and performs subsequent operations accordingly. When the controller 26 subsequently operates in discharge mode and receives the second working power source Pw2, it indicates that the electric vehicle 200 has provided power source P to the power line 12, allowing the auxiliary power circuit 24 to convert power source P into the second working power source Pw2.

[0073] Controller 26, upon receiving first working power source Pw1 and being activated, changes the impedance of connecting wire 16 to notify electric vehicle 200 of the switch to discharge mode. Specifically, the current flowing through connecting wire 16 and the changing impedance can cause a change in the voltage of connecting wire 16. Therefore, controller 26 can adjust the voltage of connecting wire 16 to a specific voltage by, for example, but not limited to, adjusting its own load capacity. Electric vehicle 200 can then determine that the current operating mode is discharge mode based on this specific voltage.

[0074] Since the first working power source Pw1 is only temporary emergency power, it can generally only meet the minimum requirements of the controller 26 and is not sufficient to meet the requirements of the complete operation of the controller 26. On the other hand, since the second working power source Pw2 has sufficient energy and its supply source is relatively stable, it can meet the requirements of the complete operation of the controller 26. Therefore, the controller 26 changes the source of power acquisition from the first working power source Pw1 to the second working power source Pw2, so as to switch the power source to the second working power source Pw2 with a more stable power supply and maintain the operational stability of the controller 26. In addition, the circuit structure and operating steps of the present disclosure other than the circuit features and operations described above can be adaptively adjusted under the specifications of the field of electric vehicle charging technology, and the preferred circuit structure and operating method of the present disclosure will be further explained later, which will not be repeated here. Therefore, as long as the charging device 100 applies the circuit structure and operating method described above in Figure 2 of the present disclosure, it should fall within the scope of the rights of the present disclosure.

[0075] Referring again to FIG. 2 , the power device 2 of the present disclosure may further include a switch SW, a detection module 32, a first control and guidance module 34, and a second control and guidance module 36. The switch SW is connected in series with the power line 12 and coupled to the controller 26. In one embodiment, the switch SW may be, for example but not limited to, a relay or semiconductor device. A relay is a preferred embodiment, but not limited thereto. The switch SW is primarily coupled to the power transmission path of the live wire L and the power transmission path of the neutral wire N. When the switch SW is turned on or off, these two paths can be simultaneously turned on or off. Because the ground wire PE is the common grounding point for all components, a switch SW is not required to control the turning on or off of its path.

[0076] Furthermore, when controller 26 is disabled, it is unable to control switch SW due to a lack of power, and therefore switch SW is in the off state. Furthermore, when controller 26 receives the first operating power source Pw1, switch SW remains in the off state because power P is not yet available due to the controller 26 not yet completing communication with electric vehicle 200. Subsequently, when the power source is switched to the second operating power source Pw2, this indicates that controller 26 has completed communication with electric vehicle 200 and that power P is being supplied to power line 12. Therefore, controller 26 controls switch SW to conduct, transmitting power P through switch SW to load 300.

[0077] Detection module 32 is coupled to power line 12 and controller 26. When power P is transmitted to power line 12, it detects power P and generates power parameter Ps. Controller 26 selectively turns switch SW on or off based on power parameter Ps. If power parameter Ps is abnormal, controller 26 turns switch SW off, disconnecting power line 12 and preventing power P from being transmitted. Conversely, if power parameter Ps is normal, controller 26 turns switch SW on, short-circuiting power line 12. This allows power line 12 to transmit power P through the conduction of switch SW. 2 , the detection module 32 includes a plurality of detection circuits, which may include, for example but not limited to, a voltage detection circuit 320, a current detection circuit 322, a ground detection circuit 324, a welding detection circuit 326, a leakage detection circuit 328, and a temperature detection circuit 329. The temperature detection circuit 329 is coupled to the controller 26, and the voltage detection circuit 320, the current detection circuit 322, the ground detection circuit 324, the welding detection circuit 326, and the leakage detection circuit 328 are respectively coupled to the power line 12 and the controller 26.

[0078] The voltage detection circuit 320 detects the voltage between the first terminal 2A and the switch SW and generates a voltage signal Sv. The controller 26 uses the voltage signal Sv to determine whether the voltage on the power line 12 is normal. The current detection circuit 322 detects the current between the first terminal 2A and the switch SW and generates a current signal Si. The ground detection circuit 324 detects the ground impedance between the first terminal 2A and the switch SW and generates an impedance signal Sm. The controller 26 uses the impedance signal Sm to determine whether the grounding of the power device 2 is normal. The welding detection circuit 326 is coupled to the power line 12 between the switch SW and the second terminal 2B and detects whether welding occurs on the switch SW and generates a welding signal Se. The controller 26 uses the welding signal Se to determine whether the switch SW has been properly disconnected. The leakage detection circuit 328 is coupled to the power line 12 between the switch SW and the second terminal 2B and detects whether leakage current occurs on the power line 12 and provides a leakage signal Sr. The controller 26 uses the leakage signal Sr to determine whether leakage current occurs on the power line 12. The temperature detection circuit 329 detects the ambient temperature in the power device 2 and provides a temperature signal St. The controller 26 determines whether the ambient temperature in the power device 2 is too high according to the temperature signal St.

[0079] Therefore, power supply parameter Ps may include voltage signal Sv, current signal Si, impedance signal Sm, welding signal Se, leakage signal Sr, and temperature signal St. The controller 26 determines whether to control switch SW to be conductive or disconnected based on these signals. Furthermore, the controller 26 can determine whether the power supply P on power line 12 is experiencing overvoltage / undervoltage (OV / UV), overcurrent (OC), grounding anomaly, contact welding, or leakage current based on voltage signal Sv, current signal Si, impedance signal Sm, welding signal Se, and leakage signal Sr. Furthermore, the controller 26 can determine whether the ambient temperature within power device 2 is experiencing an overtemperature (OT) condition based on temperature signal St.

[0080] When the aforementioned situation does not occur, the controller 26 can, after completing handshake communication with the electric vehicle 200 and when the power is being obtained from the second working power source Pw2, control the switch SW to conduct, thereby transmitting the power P to the power line 12. Conversely, unless the contact is welded, the controller 26 can control the switch SW to open, thereby disconnecting the power line 12 and preventing the transmission of the power P. Furthermore, when the contact is welded, since the switch SW cannot be opened smoothly, the controller 26 can, for example but not limited to, control the guide wire 14 to communicate with the electric vehicle 200 in a handshake to inform the electric vehicle 200 to stop supplying the power P, or change the impedance of the connecting guide wire 16 so that the electric vehicle 200 determines that a connection abnormality has occurred and interrupts the output of the power P, etc., to stop the supply of the power P to the power line 12.

[0081] Referring again to FIG. 2 , a first control and guidance module 34 couples the control line 14 and the controller 26. The controller 26 can communicate with the electric vehicle 200 by transmitting a pulse-width modulation signal PWM via the first control and guidance module 34 to confirm the amount of dischargeable current. Simultaneously, the controller 26 can determine the status of the electric vehicle 200 via the voltage level of the pulse-width modulation signal PWM. This allows the controller 26 to determine the power supply capacity of the electric vehicle 200, set parameters such as the upper limit of the dischargeable current based on the power supply capacity, and notify the electric vehicle 200 accordingly to provide power P. Furthermore, a second control and guidance module 36 couples the controller 26 to the second terminal 2B. When the load 300 is also capable of communicating with the power device 2 via handshake (for example, but not limited to, when the load 300 is a receiving electric vehicle), the controller 26 can also communicate with the load 300 via the second control and guidance module 36 to confirm the amount of chargeable current. Once the three parties have completed communication, the controller 26 notifies the electric vehicle 200 to provide power P to the power line 12. It is worth mentioning that, in one embodiment, the switch SW can be driven to be turned on or off by, for example but not limited to, a driving circuit Dr. However, if the switch SW does not need to be driven by the driving circuit Dr, this component can be omitted.

[0082] Please refer to Figure 3 for a schematic diagram of the internal circuitry of the second embodiment of the charging device of the present disclosure applied to V2X, in conjunction with Figure 2. The circuit architectures of Figure 3 are similar to those of Figure 2, except that the conversion circuit 22 and auxiliary power circuit 24 in Figure 3 are each coupled to a controller 26, while the conversion circuit 22 in Figure 2 is coupled to the auxiliary power circuit 24 and the controller 26. Therefore, the controller 26 receives the first working power source Pw1 via independent paths from the conversion circuit 22 to the controller 26, and receives the second working power source Pw2 via independent paths from the auxiliary power circuit 24 to the controller 26. Therefore, when the controller 26 is operating in discharge mode and receives the second working power source Pw2, the controller 26 switches the power source from the first working power source Pw1 to the second working power source Pw2, disables the pin receiving the first working power source Pw1, and simultaneously controls the conversion circuit 22 to enter standby mode or disables the conversion circuit 22 to reduce energy consumption. Alternatively, the controller 26 may continuously activate the pin receiving the first working power source Pw1 and adjust the voltage of the connecting guide line 16 to a specific voltage by adjusting the load drawn from the pin, so that the electric vehicle 200 can continuously confirm that the operating mode is the discharge mode. Alternatively, the conversion circuit 22 may be a bidirectional converter. In addition to controlling the conversion circuit 22 to adjust the voltage of the connecting guide line 16 to a specific voltage, the controller 26 may also adjust the voltage to other voltages to change the current operating mode (for example, but not limited to, standby mode, fault mode, etc.).

[0083] Furthermore, referring to Figures 2-3 , the conversion circuit 22 may be a boost converter, and the controller 26 controls the boost converter to enter standby or disable the boost converter when the power source is changed to the second working power source Pw2. Furthermore, after the connection device 1 is connected to the electric vehicle 200, the power device 2 can boost the voltage of the signal source Sp (i.e., the voltage between the connecting wire 16 and the ground wire, for example, but not limited to 0.5V to 1.5V) to provide a suitable first working power source Pw1 to wake up the controller 26. Once awakened, the controller 26 can change the voltage on the connecting wire 16 to a specific voltage to notify the electric vehicle 200 to adjust to discharge mode. It is worth noting that, in one embodiment, the conversion circuit 221 is not limited to being implemented as a boost converter. Specifically, because the voltage of the signal source Sp is generally low in the application design of the charging device 100, it is difficult to meet the requirement of waking up the controller 26 (for example, but not limited to 3.3V). However, if the voltage of the signal source Sp is higher than the wake-up controller 26's requirement (e.g., but not limited to, 9V), the conversion circuit 22 can also be a step-down converter. Therefore, the design of the conversion circuit 22 is primarily based on whether the voltage of the signal source Sp can meet the wake-up controller 26's requirement. The conversion circuit 22 can be any type of converter, such as a step-up or step-down converter.

[0084] Furthermore, since the present disclosure features a feature where, during discharge mode, the controller 26 can be awakened and communicate with the electric vehicle 200 to confirm the magnitude of the discharge current of the electric vehicle 200, the magnitude of the discharge current of the electric vehicle 200 can be adjusted by the user. For example, but not limited to, this can be done via a button, Bluetooth, or an app. Furthermore, in addition to the original fuse, the power line 12 can also utilize various detection modules 32 as described above to provide overcurrent protection for different discharge currents. It is worth noting that, in one embodiment, the circuits, coupling relationships, and operating methods not illustrated in FIG3 can be referred to in conjunction with FIG2 and will not be further described here.

[0085] Furthermore, in one embodiment, the control guide wire 14 of Figures 2-3 does not include a conversion circuit 22 because the high voltage level of the pulse width modulation signal PWM is generally around 5V. Therefore, if the controller 26 requires a 3.3V operating power supply, there is no need to use the conversion circuit 22 to boost the 5V. Instead, an optional additional voltage regulator (such as, but not limited to, a linear regulator) can be configured to stabilize the operating power received by the controller 26 at 3.3V. Therefore, one of the features and effects of the present disclosure is that, through the V2X circuit architecture of the present disclosure, the controller can use the voltage of the signal source Sp (i.e., the voltage across the connecting guide wire 16 and the ground line) to boost the voltage to achieve the self-wake-up function. This eliminates the need for an additional battery in the V2X product and the need for pre-charging the V2X product before operation, thereby achieving the self-starting effect.

[0086] Please refer to Figures 4A to 4D, which are schematic diagrams of the first to fourth operating steps of the charging device of the present disclosure applied to V2X, respectively, and refer to Figures 2 to 3 in conjunction. Figures 4A to 4D further illustrate the preferred operating method of the present disclosure, but are not the only operating method. Therefore, those skilled in the art may selectively combine the operating steps disclosed in Figures 4A to 4D with any other detailed operating steps that meet the requirements to implement the discharge mode operation. Therefore, the discharge mode operation does not necessarily include all the steps of the present disclosure and must be implemented in their order, as explained in advance.

[0087] In Figure 4A, when the connection device 1 is not yet connected to the electric vehicle 200, the controller 26 is disabled due to the lack of a power source, and the controller cannot control the switch SW to conduct, causing the power transmission path to be disconnected. When the connection device 1 is connected to the electric vehicle 200, regardless of whether the user presses the trigger switch S3, the electric vehicle 200 will provide a signal source Sp to the connection guide line 16. Furthermore, the signal source Sp is typically divided by resistors R6 and R7 to allow the electric vehicle 200 to confirm whether the connection with the connection device 1 is complete. In addition to the above functions, the present disclosure also converts the voltage of the signal source Sp through the conversion circuit 22 to the first working power source Pw1 required for the operation of the controller 26, allowing the controller 26 to return from the disabled state to the enabled state and begin operation.

[0088] When controller 26 begins operating, it can change the voltage on connecting guide line 16 to a specific voltage, thereby notifying electric vehicle 200 to switch to discharge mode. Specifically, controller 26 can adjust its own load capacity to adjust the voltage on connecting guide line 16 to the specific voltage. Alternatively, resistors R6 and R7 can be adjustable resistors, and controller 26 can adjust the impedance of resistors R6 and R7 to change the voltage on connecting guide line 16 to the specific voltage. It is worth noting that, in one embodiment, controller 26 has multiple ways to change the voltage on connecting guide line 16 to the specific voltage, which will not be detailed here.

[0089] In FIG4B , after controller 26 has notified electric vehicle 200 to adjust to discharge mode, it can provide a pulse width modulation signal PWM to electric vehicle 200 via control line 14. This allows controller 26 to obtain the current that electric vehicle 200 can discharge, as well as the status of electric vehicle 200, through handshake communication with electric vehicle 200. This allows controller 26 to obtain the power supply capacity of electric vehicle 200 and set parameters such as the upper limit of the discharge current based on the power supply capacity. In FIG4C , controller 26 has completed handshake communication with electric vehicle 200, obtained the power supply capacity of electric vehicle 200, and set parameters such as the upper limit of the discharge current. Therefore, controller 26 can notify electric vehicle 200 to begin discharging to power line 12. After the electric vehicle provides power P to power line 12, auxiliary power circuit 24 converts power P on power line 12 into the operating power required by controller 26 (i.e., second operating power Pw2).

[0090] Then, when the controller 26 receives the second working power source Pw2, it switches the primary power source from the conversion circuit 22 to the auxiliary power circuit 24. Furthermore, the controller 26 may choose to put the conversion circuit 22 into standby mode or disable it to save power. Alternatively, the controller 26 may adjust the voltage of the connecting guide line 16 to a voltage other than a specific voltage or to another voltage to change the current operating mode (for example, but not limited to, standby mode, fault mode, etc.) and notify the electric vehicle 200 accordingly. Since the controller 26 has not yet confirmed whether the quality of the power source P meets the specifications (which can be detected by the detection module 32), the controller 26 has not yet controlled the switch SW to conduct, so that the power source P cannot be supplied to the downstream load 300. In FIG4D , when the controller 26 confirms that the quality of the power source P meets the specifications through the detection module 32, the controller 26 controls the switch SW to conduct, thereby supplying the power source P from the power line 12 to the downstream load 300, thereby powering the downstream load 300. Thus, the steps of FIG4A to FIG4D complete the V2X startup operation.

[0091] Please refer to Figure 5 for a flowchart of the operating method of the charging device disclosed herein, in conjunction with Figures 2-4D. The operating method of Figure 5 primarily depicts a charging device 100 for charging and discharging an electric vehicle 200. The charging device 100 includes a connection device 1 and a power device 2. The connection device 1 includes a power line 12, a control guide line 14, and a connection guide line 16. The power device 2 includes a switch SW, a conversion circuit 22, and an auxiliary power circuit 24. The operating method of the charging device 100 primarily involves waking up the controller 26 of the power device 2 in discharge mode to identify and adjust the discharge current provided by the electric vehicle 200. This provides ground fault protection, overcurrent protection, overvoltage protection, and leakage current detection protection during discharge of the electric vehicle 200. Specifically, the operating method of the charging device 100 includes: when the power device is deactivated, the conversion circuit converts the signal source on the connection guide line to a first operating power source based on the electric vehicle's connection to the connection device (S100). The operation of step S100 can be seen in conjunction with Figure 4A and will not be further described here.

[0092] Then, the current operation mode to be executed is set to the discharge mode according to the first working power supply, and the handshake communication with the electric vehicle is carried out through the control guide line to receive the power provided by the electric vehicle to the power line (S200). In addition, the auxiliary power supply circuit converts the power supply to the second working power supply (S300). The operations of steps S200 to S300 can be referred to in conjunction with Figures 4B to 4C, and will not be described in detail here. Finally, when the second working power supply is received, the source of power is changed from the first working power supply to the second working power supply (S400). The operations of step S400 can be referred to in conjunction with Figure 4D, and will not be described in detail here. It is worth mentioning that in one embodiment, the detailed operation process not described in Figure 5 can be referred to in conjunction with Figures 2 to 4D, and will not be described in detail here.

[0093] 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 in line 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 a person of ordinary skill in the art within the scope of the present disclosure shall be covered by the following patent scope of this case.

Claims

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

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

3. The charging device according to claim 2, wherein, After adjusting to the discharge mode, it shakes hands and communicates with the electric vehicle through the control lead wire to confirm the magnitude of a discharge current of the electric vehicle, and notifies the electric vehicle to provide the power supply according to the discharge current.

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

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

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

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

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

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

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

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

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

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