DEVICE FOR CONTROLLING AN INSULATION LOAD OF A VEHICLE, SYSTEM THAT HAS THE SAME, AND METHOD OF IT

Abstract

Isolation charging control device of a vehicle, comprising: a first vehicle charging control device (220) configured to receive a control pilot signal for a charging controller from a charging station system (100) and to receive power from the charging station system (100), and a second vehicle charging control device (230) that is isolated from the first vehicle charging control device (220) and is configured to perform vehicle charging control using a signal received from the first vehicle charging control device (220).

Description

AREA OF INVENTION

[0001] The present invention relates to an isolation charging control device (e.g. a decoupling charging control device) of a vehicle (e.g. a motor vehicle) and a system that has the same. BACKGROUND OF THE INVENTION

[0002] A plug-in hybrid vehicle (e.g., plug-in hybrid motor vehicle) (PHEV) and an electric vehicle (e.g., electric motor vehicle) (EV) are charged from an external power source and are powered by the charged electricity.

[0003] As such, a power line, a control pilot (CP) line and a proximity detection (PD) line are connected to a vehicle (e.g. a motor vehicle) for the purpose of charging from the electric vehicle supply equipment (EVSE) of the external charging station.

[0004] When an electric vehicle (e.g., an electric car) is being charged, it is connected to the charging equipment at a public charging station. If a power surge occurs due to a fault in the equipment at the public charging station, the surge can be transmitted to the electric vehicle and may damage electrical components in the vehicle.

[0005] DE 11 2018 002 477 T5 discloses an electrically powered vehicle comprising a main battery, a system control power supply unit, and an input electrically connected to the main battery, wherein the electrically powered vehicle is connected via a cable having a connector at one end that can be connected to the input to a charging device comprising a system control power supply unit, wherein the electrically powered vehicle comprises a voltage detector for detecting that a voltage is applied by the system control power supply unit to a charging permit / no charging line, a relay for opening / closing an electrical path between the system control power supply unit and a connector connection test line, and a control device for controlling the relay, and wherein the control device causesthat the relay opens the electrical path between the system control power supply unit and the connector test line when the control unit detects from the voltage detector that no voltage is applied from the system control power supply unit to the charge allow / charge prohibit line, a charging system and a charge / discharge system.

[0006] US 10 017 064 B1 discloses an isolated high-precision pilot voltage generation circuit and an electric vehicle power supply equipment containing it.

[0007] DE 10 2017 223 806 A1 discloses a charging control method, an associated device and a vehicle. EXPLANATION OF THE INVENTION

[0008] One aspect of the present invention provides an isolation charging control device (e.g., a decoupling charging control device) of a vehicle (e.g., a motor vehicle) that can protect an internal vehicle device (e.g., a vehicle interior device) from being damaged by implementing a charging control device of a vehicle (e.g., a motor vehicle) in an isolated manner (e.g., in a decoupled manner) to prevent an overvoltage from being transmitted to the internal vehicle device when the overvoltage occurs, and provides a system that has the same (the isolation charging control device).

[0009] According to one aspect of the present invention, an isolation charging control device (e.g., a decoupling charging control device) of a vehicle (e.g., a motor vehicle) may comprise: a first vehicle charging control device that receives a control pilot signal (e.g., a control pilot signal) for charging control from a charging station system and that receives (e.g., to receive) current from the charging station system, and a second vehicle charging control device that is isolated (e.g., electrically decoupled) from the first vehicle charging control device and that performs vehicle charging control using a signal that is received from the first vehicle charging control device.

[0010] In one embodiment, the first vehicle charging control device may comprise: a control pilot signal relative duty cycle sensor (e.g. a control pilot signal relative duty cycle sensor) that changes a state of the control pilot signal and that detects (e.g. to detect) a relative duty cycle (e.g. an on / off duty ratio, e.g. a duty cycle) of the control pilot signal, and a control pilot signal level detector (e.g. a control pilot signal level detector) that detects a voltage level (e.g. a voltage level) of the control pilot signal.

[0011] In one embodiment, the control pilot signal relative duty cycle sensor may include: a first isolation element (e.g., a first decoupling element) that is operated by means of the control pilot signal and that transmits the relative duty cycle (e.g., the duty cycle / off cycle ratio, e.g., the duty ratio) of the control pilot signal to the second vehicle load control device.

[0012] In one embodiment, the insulating element can include a photodiode which operates as a light-emitting device (e.g. a light-emitting device).

[0013] In one embodiment, the control pilot signal relative duty cycle sensor may comprise: a first state conversion device (e.g., a first state conversion device) that converts the voltage level of the control pilot signal, which is / becomes switched on when an inlet (e.g., a socket) of the vehicle is / becomes connected to a charging connection part (e.g., a charging plug), from a first level (e.g., a first level) to a second level (e.g., a second level) that is lower than the first level; and a second state conversion device (e.g., a second state conversion device) that converts the voltage level of the control pilot signal from the second level to a third level (e.g., a third level) that is lower than the second level when a switching element (e.g., a switch) is / becomes switched on to start charging.

[0014] In one embodiment, the second state-changing device may include: a second isolation element (e.g., a second decoupling element) that receives a switch-on signal from the second vehicle charging control device and that is (e.g., to be / become) switched on when the switching element for starting a charging process is switched on.

[0015] In one embodiment, the control-pilot signal relative duty cycle sensor can comprise: a first resistor element and a second resistor element connected in series (e.g., with each other) between a power supply terminal and a ground terminal, and a comparator. The comparator is configured to receive the control-pilot signal, whose voltage level is converted by the second state-conversion device, and a voltage from a common connection point (e.g., a common terminal node) of the first resistor element and the second resistor element, in order to compare the voltage level of the control-pilot signal with the voltage of the common connection point and to amplify the comparison result.

[0016] In one embodiment, a resistance value of each of the first resistance element and the second resistance element can be configured such that a voltage level (e.g., a voltage level) of the common connection point of the first resistance element and the second resistance element, which is supplied to the comparator, becomes a value that is less than a minimum value of the voltage level of the control pilot signal.

[0017] In one embodiment, the control pilot signal level detector may comprise: a buffer (e.g., a voltage buffer) that receives the control pilot signal supplied by the charging station system and buffers the control pilot signal; a peak detector (e.g., a peak value detector) that detects a peak current of the control pilot signal output by the buffer; a voltage-controlled oscillator that outputs a frequency signal proportional to the peak current; and an isolation element (e.g., a decoupling element) that transmits the frequency signal to the second vehicle charging control device in an isolated manner (e.g., in a decoupled manner).

[0018] In one embodiment, the device may include: a proximity detection signal detector that detects a proximity detection signal capable of detecting whether a charging connection part (e.g., a charging plug) is / will be plugged into a vehicle inlet (e.g., a vehicle socket).

[0019] In one embodiment, the proximity detection signal detector can be configured to distinguish between, by means of a proximity detection signal supplied by the charging connector: a state in which the charging connector is not plugged into the vehicle inlet, a case in which the charging connector is plugged into the vehicle inlet but a switching element (e.g. a switch) for charging in the charging connector is switched off, or a case in which the charging connector is plugged into the vehicle inlet and the switching element for charging in the charging connector is switched on.

[0020] In one embodiment, the proximity detection signal detector can comprise: a first comparator, which is operated by receiving a first voltage via the proximity detection signal and a second voltage, which is obtained by dividing a power supply voltage and a ground voltage by means of a resistor element; a first isolation element (e.g., a first decoupling element), which is operated by means of an output from the first comparator and which transmits a signal to the second vehicle charging control device; a second comparator, which is operated by receiving the first voltage via the proximity detection signal and a second voltage (e.g., obtained by dividing the power supply voltage and the ground voltage by means of the resistor element); and a second isolation element (e.g.,a second decoupling element), which is operated by means of an output from the second comparator and which transmits a signal to the second vehicle charging control device.

[0021] In one embodiment, both the first and second isolation elements can be switched off when the charging connector is not plugged into the vehicle inlet. The first isolation element can be switched on and the second isolation element can be switched off when the charging connector is plugged into the vehicle inlet, but a switching element (e.g., a switch) for charging in the charging connector is switched off. Conversely, both the first and second isolation elements can be switched on when the charging connector is plugged into the vehicle inlet and the charging switch in the charging connector is switched on.

[0022] In one embodiment, the second vehicle charging control device can have an isolation receiver (e.g., a decoupling receiver) that has at least one or more isolation elements (e.g., one or more decoupling elements) that receive a relative duty cycle (e.g., a duty cycle / off cycle ratio, e.g., a duty ratio) of the control pilot signal, a frequency signal of the control pilot signal, or a proximity detection signal from an isolation element (e.g., a decoupling element) of the first vehicle charging control device in an isolated state (e.g., in an electrically decoupled state).

[0023] In one embodiment, the second vehicle charging control device may further include an isolation converter (e.g., a decoupling converter) that supplies current to the first vehicle charging control device in an isolated state (e.g., in an electrically decoupled state).

[0024] In one embodiment, the second vehicle charging control device may have a charging start device (e.g., a device for starting charging) which has an isolation element (e.g., a decoupling element) that is operated depending on an on / off state of a switching element (e.g., a switch) for starting charging, and which transmits a charging start signal (e.g., a signal to start charging) to the first vehicle charging control device.

[0025] According to one aspect of the present invention, a system can comprise: a charging connection part (e.g., a charging plug) to which a vehicle inlet (e.g., a vehicle socket) is connected for charging, a first vehicle charging control device that receives a control pilot signal (e.g., a control pilot signal) for charging control from a charging station system and that receives (e.g., to receive) current, and a second vehicle charging control device that is isolated (e.g., electrically decoupled) from the first vehicle charging control device and that performs vehicle charging control using a signal that is received from the first vehicle charging control device.

[0026] In one embodiment, the charging connection part may comprise: a first resistive element and a switching element (e.g., a switch) connected in series (e.g., with each other) between a power supply terminal and an earth terminal; a second resistive element and a third resistive element connected in series (e.g., with each other) between the first vehicle charging control device and the earth terminal; and a diode provided between a common connection point (e.g., a common connection node) of the first resistive element and the switching element and a common connection point (e.g., a common connection node) of the second resistive element and the third resistive element.

[0027] In one embodiment, the first vehicle charging control device may comprise: a control pilot signal relative duty cycle sensor (e.g., a control pilot signal relative duty cycle sensor) that converts (e.g., changes) a state of the control pilot signal and detects (e.g., a duty cycle / off cycle ratio) a relative duty cycle of the control pilot signal; a control pilot signal level detector (e.g., a control pilot signal level detector) that detects a voltage level of the control pilot signal; and a proximity detection signal detector that detects a proximity detection signal capable of detecting whether the charging connection part is in the Vehicle inlet is / will be plugged in.

[0028] In one embodiment, the second vehicle charging control device may comprise: a control unit comprising at least one or more isolation elements (e.g., one or more decoupling elements) that receive a relative duty cycle (e.g., a duty cycle / off cycle ratio, e.g., a duty ratio) of the control pilot signal, a frequency signal of the control pilot signal, a proximity detection signal from an isolation element (e.g., a decoupling element) of the first vehicle charging control device in an isolated state (e.g., in an electrically decoupled state), and an isolation converter (e.g., a decoupling converter) that supplies current to the first vehicle charging control device in an isolated state (e.g., in an electrically decoupled state). BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The above and other aspects, features and advantages of the present invention will become more apparent from the following detailed description together with the accompanying drawings. Fig. Figure 1 is a view describing an example of a vehicle loading device. Fig. Figure 2 is a block diagram representing a configuration of a vehicle system comprising a vehicle charging control device, according to an embodiment of the present invention. Fig. Figure 3 is a detailed circuit diagram of a control-pilot signal relative duty cycle sensor (e.g., a control-pilot signal relative duty cycle sensor) and a control-pilot signal level detector (e.g., a control-pilot signal level detector) by Fig. 2. Fig.Figure 4 is a time diagram for describing a change of state of a control pilot signal according to an embodiment of the present invention. Fig. Figure 5 is a detailed circuit diagram of a proximity detection signal detector by Fig. 2. Fig. Figure 6 is a detailed circuit diagram of a control unit of a second vehicle charging control device. Fig. 2. Fig. Figure 7 is a detailed circuit diagram of an isolation converter (e.g., a decoupling converter) by Fig. 2. DETAILED DESCRIPTION

[0030] Embodiments of the present invention are described in detail below with reference to the accompanying drawings. The same reference numerals are used throughout the drawings to identify identical or essentially similar elements. Furthermore, a detailed description of well-known features or functions is omitted in order to avoid unnecessarily obscuring the essential nature of the present invention.

[0031] To describe elements of embodiments of the present invention, the terms “first,” “second,” “A,” “B,” “(a), “(b),” and the like are used herein. These terms are used only to distinguish one element from another; however, they do not restrict the corresponding elements irrespective of the nature, sequence, or precedence of the respective elements. Furthermore, unless otherwise defined, all terms, including technical and scientific terms, used herein shall be interpreted as they are customary in the field of technology to which this invention belongs.It shall be understood that terms used herein are to be interpreted as having a meaning consistent with their meaning in the context of the present invention and the related technology, and are not to be interpreted in an idealized or overly formal sense unless expressly defined herein.

[0032] Referring to Fig.1. In an implementation (e.g., a realization) of an electric vehicle (e.g., an electric motor vehicle), if an overvoltage occurs due to an irregularity in the equipment at the public charging station, the overvoltage can be transmitted to an in-vehicle device (e.g., an interior vehicle device) via a power line, a CP line (e.g., a control pilot line) (CP), and a PD line (e.g., a proximity detection line) (PD). For example, the overvoltage can be supplied not only to a vehicle charging device 21, but also to a battery management system (BMS) 23, an electrical power control unit (EPCU) 24 (e.g., an electrical power control unit), an integrated gateway power control module (IGPM) 25 (e.g.,an Integrated Interface Power Control Module), an Audio Video Navigation (AVN) 26 (e.g. an Audio Video Navigation Assembly, e.g. an Audio Video Navigation Unit), or the like, which is the vehicle's internal device (e.g. are), and therefore the vehicle's devices may be damaged.

[0033] If a connecting part (e.g. a plug) is / is plugged in to charge the vehicle charging device 21 at the charging station with the overvoltage problem, not only the vehicle charging device 21 but also the other vehicle internal devices 23, 24, 25 and 26 can be damaged and must be replaced, thereby increasing the repair costs (e.g. the replacement costs).

[0034] The present invention discloses a configuration that prevents an overcurrent (e.g., an overvoltage) from being supplied to the vehicle system by performing charging via isolation (e.g., decoupling) communication (e.g., transmission, e.g., exchange) between a charging station system and a vehicle system, even if an overcurrent (e.g., an overvoltage) is supplied (e.g., applied) by a charging station system in a state in which a vehicle inlet (e.g., a vehicle socket) is connected to a charging station system for charging, thereby minimizing damage to the vehicle's internal components (e.g., the vehicle's internal device).

[0035] Below, various embodiments of the present invention are described in detail with reference to Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6 to Fig. 7 described.

[0036] Fig.Figure 2 is a block diagram representing a configuration of a vehicle system comprising a vehicle charging control device, according to an embodiment of the present invention.

[0037] Referring to Fig. 2. A system according to an embodiment of the present invention can perform charging by allowing a charging station system 100 to supply electrical energy to a vehicle system 200, while the charging station system 100 and the vehicle system 200 are connected by means of a charging connection part 300 (e.g. a charging plug).

[0038] The charging station system 100 refers to a system that performs charging by supplying electrical energy to a vehicle (e.g., a motor vehicle) connected via the charging connection part 300. The charging station system 100 may include a resistor R101 and can supply a voltage from -12 V to 12 V.

[0039] The vehicle system 200 according to an embodiment of the present invention comprises a first vehicle charging control device 220 and a second vehicle charging control device 230. At this time, the vehicle system 200 can be installed in an electric vehicle (e.g., an electric motor vehicle) that requires charging (e.g., recharging).

[0040] The charging connection part 300 is a configuration for connecting the vehicle system 200 to the charging station system 100. Charging only takes place if the charging connection part 300 is correctly plugged into the vehicle inlet.

[0041] The charging connection part 300 comprises resistors R102, R103, and R104, a diode D101, and a switching element S3 (e.g., a switch). In some embodiments, resistor R104 and switching element S3 are connected in series (e.g., with each other). One end of resistor R104 is connected to a power supply terminal V+. The other end of this terminal is connected to one end of switching element S3. The other end of switching element S3 is connected to a ground terminal GND. Furthermore, resistors R102 and R103 are connected in series (e.g., with each other). One end of resistor R102 is connected to a proximity detection signal detector 223. The other end of resistor R102 is connected to one end of resistor R103. The other end of resistor R103 is connected to the ground terminal GND.Diode D101 is connected (e.g., wired) between the common terminal of resistor R104 and switching element S3 and the common terminal of resistors R102 and R103. Diode D101 can be connected in one direction: from the common terminal of resistors R102 and R103 (out) to the common terminal of resistors R104 and switching element S3 (in).

[0042] The first vehicle charging control device 220 and the second vehicle charging control device 230 can control vehicle charging. The first vehicle charging control device 220 and the second vehicle charging control device 230 can perform communication (e.g., an exchange, e.g., a transmission) for charging while they are electrically isolated from each other (e.g., decoupled).

[0043] The first vehicle charging control device 220 comprises a control pilot signal (CP) relative duty cycle sensor 221 (e.g., a control pilot signal (CP) relative duty cycle sensor), a control pilot signal (CP) level detector 222 (e.g., a control pilot signal (CP) level detector), and the proximity detection signal (PD) detector 223. In embodiments, the control pilot signal CP refers to a signal for exchanging information from a vehicle (e.g., a motor vehicle) between the charging station system 100 and the vehicle system 200. The proximity detection signal PD detects whether the connector of the charging station system 100 is correctly plugged into the inlet of a vehicle (e.g., a motor vehicle).

[0044] The control pilot signal (CP) relative duty cycle sensor 221 changes the state of the control pilot signal and provides the second vehicle load control device 230 with the (e.g. relative) operating time (e.g. the duty cycle / off cycle ratio, e.g. the duty ratio) of the pilot signal (e.g. the control pilot signal).

[0045] The Control Pilot Signal (CP) Level Detector 222 detects the voltage level of the control pilot signal.

[0046] The control pilot signal CP can have a PWM (pulse width modulation) format of 1 kHz. The control pilot signal CP can be transmitted from charging station system 100 (out) to vehicle system 200 (in). As shown in Table 1 below, the control pilot signal CP can be divided into five states depending on the states of charging station system 100 and vehicle system 200, and can be transmitted while the state of the control pilot signal is changing. [Table 1] CP signal status Output voltage (V) of charging station system Vehicle voltage (V) Description Condition A 12.0 0 A state in which a connecting part (e.g. a plug) is not plugged in. Condition B1 9.0 9.0 A vehicle inlet (e.g., a vehicle electrical socket) is connected to the connector but not ready to receive power. This is a state in which power from an EVSE is not ready to be supplied. Condition B2 9.0 9.0 A vehicle inlet (e.g., a vehicle electrical socket) is connected to the connector but not ready to receive power. A state in which an EVSE is ready to supply power. State C 6.0 6.0 A vehicle inlet (e.g., vehicle socket) is connected to the connecting part. connected and ready to receive energy. Condition 0 0 A charging station connection part (e.g. a charging station plug) is separated from the vehicle inlet and an economic power failure or a CP short circuit (e.g. are present). Condition F -12.0 -12.0 Other problems are occurring with the charging station system.

[0047] State A is the case where the charging station system 100 and the vehicle system 200 are not connected. The charging station system 100 outputs a DC signal of 12 V, and the vehicle system 200 receives "0" V because the vehicle is not connected to the charging station system 100. When a connecting part (e.g., a plug) is inserted into a vehicle inlet (e.g., a vehicle socket), the control pilot signal can be in state B. The charging station system 100 outputs a 1 kHz signal (+9 V), and the vehicle system 200 detects the signal. When the vehicle system 200 is ready to be charged, the vehicle system 200 can change the state of the control pilot signal to state C by activating the switching element S2 (see below). Fig. 6 shown) and the vehicle system 200 receives a PWM signal (e.g. a pulse width modulation signal) of +6 V.

[0048] The proximity detection signal (PD) detector 223 can determine whether the connecting part is plugged into a vehicle inlet (e.g., a vehicle socket) by means of a proximity detection signal. In embodiments, the proximity detection signal detector 223 can detect points or objects (e.g., circumstances, e.g., states) that are described below, by means of the proximity detection signal. [Table 2] Description If the charging station connection part is not plugged in. When the charging station connection part is connected and when the switching element S3 is released. When the charging station connection part is connected and when the switching element S3 is activated (e.g. pressed).

[0049] The second vehicle charging control device 230 can be in a state in which it is isolated (e.g., electrically decoupled) from the first vehicle charging control device 220. The second vehicle charging control device 230 can receive (e.g., control pilot signal operating time information) (e.g., control pilot signal on / off time ratio information), control pilot signal voltage level information, and proximity detection signal information from the first vehicle charging control device 220. For this purpose, the second vehicle charging control device 230 comprises a power IC 231, an isolation converter 232 (e.g., a decoupling converter), and a control unit 233.

[0050] The power IC 231 supplies a power supply voltage. The isolation converter 232 provides a first vehicle charging control device 220 with the power supply voltage received by the power IC 231. In embodiments, the isolation converter 232 can supply current in a state that is isolated (e.g., electrically decoupled) from the first vehicle charging control device 220. For example, the isolation converter 232 includes an isolation transformer (e.g., a decoupling transformer). The isolation transformer is a transformer in which the AC current receiving side (primary side) and the power supply side (e.g., voltage supply side) (secondary side) are electrically isolated (e.g., decoupled) from each other. The isolation transformer is used to perform an exchange (e.g., to carry out) with the non-ground-type transmission line and to filter out noise (e.g., interference).to reduce interference). The isolation transformer can prevent mutual interference between power sources by isolating (e.g., decoupling) the primary and secondary sides and can block noise or pulsating irregular voltage on the primary side.

[0051] The control unit 233 can switch the switching element S2 on and off to start a charging process and can receive (e.g., obtain) the control pilot signal operating time information(s) (e.g., the control pilot signal on-time / off-time ratio information(s)), the control pilot signal voltage level information(s), and the proximity detection signal information(s) from the first vehicle charging control device 220.

[0052] As such, the charging station system 100 transmits a control pilot signal and a proximity detection signal to the first vehicle charging control device 220. The first vehicle charging control device 220 performs signal conversion and isolation (e.g., decoupling) processing to provide the result to the second vehicle charging control device 230. In embodiments, the ground connection of the first vehicle charging control device 220 is connected to the charging station system 100. The ground connection of the second vehicle charging control device 230 is connected to a vehicle chassis. The grounding terminal of the first vehicle charging control device 220 and the grounding terminal of the second vehicle charging control device 230 can be configured to be isolated (e.g., electrically decoupled).Furthermore, the second vehicle charging control device 230 can supply the battery current (e.g., the battery current with a voltage, e.g., the battery voltage) of 12 V to the first vehicle charging control device 220 by means of an isolated DC-DC converter (e.g., an isolated DC voltage converter) such as a flyback converter (e.g., a buck-boost converter, e.g., a flyback converter).

[0053] The overvoltage is not transmitted to all components within the vehicle, but only to the first vehicle charging control unit 220 when an overvoltage is applied (e.g., present), because a fault occurs in the charging station system 100 and the first vehicle charging control unit 230. Damage (e.g., destruction) to the second vehicle charging control unit 230 can be prevented or avoided, even if the first vehicle charging control unit 220 is damaged (e.g., destroyed). As a result, it is possible to repair the defect by replacing only the first vehicle charging control unit 220, thus reducing costs.

[0054] Fig. Figure 3 is a detailed circuit diagram of the control pilot signal relative duty cycle sensor 221 and the control pilot signal level detector 222. Fig. 2.

[0055] Referring to Fig. 3 The control pilot signal relative duty cycle sensor 221 includes: a capacitor C201, a first state conversion device 2210 (e.g. a first state conversion device), a second state conversion device 2220 (e.g. a second state conversion device), resistors R201 and R202, a comparator U201, a photodiode IS01_T and a resistor R203.

[0056] Capacitor C201 receives a control-pilot signal CP (e.g., a control-pilot signal) supplied by charging station system 100 and is then charged. In some embodiments, the control-pilot signal is output as a 12 V DC signal (a first state, state A). The level of the control-pilot signal is attenuated by resistor R101, and then the control-pilot signal is applied to capacitor C201.

[0057] The first state-changing device 2210 features a Zener diode DZ201. When a vehicle input (e.g., a vehicle socket) is connected to a connector (e.g., a plug), the Zener diode DZ201 is switched on and connected to a ground terminal. The 12 V control pilot signal is reduced and varies between 0 V and 9 V, and the control pilot signal transitions to state B1 (a second state).

[0058] The second state-changing device 2220 has a phototransistor IS02_R and a Zener diode DZ202. If a photodiode IS02_T of the second vehicle charging control device 230 (see Fig.6) When the device is switched on to start charging, the phototransistor IS02_R is switched on, and the Zener diode DZ202 is operational and connected to the ground terminal. The control pilot signal varies between 0 V and 6 V and transitions to state C (a third state). In embodiments, the photodiode IS02_T is a light-emitting device (e.g., a light-emitting device), and the phototransistor IS02_R is a light-receiving device (e.g., a light-receiving device). When light is emitted by means of electrical energy and light energy is output by the photodiode IS02_T, the phototransistor IS02_R, which is electrically isolated (e.g., decoupled) from the photodiode IS02_T, receives the light energy and is switched on.In embodiments, each of the first vehicle charging control device 220 and the second vehicle charging control device 230 can have a pair of a photodiode, which is the light-emitting device, and a phototransistor, which is the light-receiving device, which are electrically isolated (e.g., decoupled) from each other and can be capable of transferring energy in the isolated state. As such, even if an overvoltage is applied to the first vehicle charging control device 220, the overvoltage is not transmitted to the second vehicle charging control device 230, since the second vehicle charging control device 230 is isolated (e.g., electrically decoupled), thus preventing damage due to the overvoltage.

[0059] Resistors R201 and R202 are connected in series between a power supply terminal and a ground terminal, and then the voltage of the common terminal point is supplied to an (input) terminal (+) (e.g. a (+) terminal) of the comparator U201.

[0060] As described in Equation 1, the (input) terminal (+) of the comparator U201 can (e.g.) set the values ​​of resistors R201 and R202 to be lower than the minimum value of the voltage level of the control pilot signal. (+12 V)(R202R201+R202) <CP(min)

[0061] The comparator U201 transmits the relative on-time (e.g., the on-time / off-time ratio, e.g., the duty cycle) of the control-pilot signal to the phototransistor IS02_R of the second vehicle-charging control device 230 via the photodiode IS01_T, independent of the voltage level of the control-pilot signal. Here, the photodiode IS01_T is a light-emitting device (e.g., a light-emitting device), and the phototransistor IS01_R (see Fig. 6) is a light-receiving device (e.g., a light-receiving device). When light is emitted by means of electrical energy and output to the photodiode IS01_T, the phototransistor IS01_R, which is electrically isolated (e.g., decoupled) from the photodiode IS01_T, receives the light energy and is switched on. The resistor R203 is provided between the power supply connection and the photodiode IS01_T.

[0062] The control pilot signal level detector 222 provides the voltage level of the control pilot signal to the second vehicle loading control device 230 in an isolation state (e.g. in a decoupling state).

[0063] For this purpose, the control pilot signal level detector 222 includes: a buffer U301 (e.g., a voltage buffer), a resistor R301, a peak detector 2230 (e.g., a peak value detector), a resistor R302, a voltage-controlled oscillator (VCO) U302, a current amplifier Q301, a resistor R303, and a photodiode IS03_T.

[0064] The buffer U301 can buffer the control pilot signal so that the peak detector of the next stage (e.g. subsequent) is stable in operation.

[0065] Resistor R301 is placed between buffer U301 and diode D301. If a PWM pulse (e.g., a pulse-width modulation pulse) is applied when capacitor C301 is completely discharged, resistor R301 can prevent excessive charging current from flowing into buffer U301.

[0066] The peak detector 2230 includes the diode D301 and the capacitor C301 for the purpose of detecting the peak value of the voltage supplied (e.g. applied) from the output terminal of the resistor R301.

[0067] Diode D301 stores the maximum voltage (peak voltage) of the voltage level supplied by buffer U301 and resistor R301 (off) to capacitor C301. Diode D301 prevents the voltage stored in capacitor C301 from discharging when the PWM pulse from buffer U301 disappears.

[0068] Resistor R302 is provided between a connection point ⓑ (e.g., a terminal) and the ground connection. Resistor R302 can form a path through which current flows from capacitor C301 when the PWM pulse voltage level is reduced. The value of resistor R302 can be set (e.g., fixed) to a value large enough not to affect the detected peak voltage. Capacitor C301 and resistor R302 can be set (e.g., fixed) using Equation 2 below. The purpose of Equation 2 is to set 'τ' (e.g., fixed) such that the voltage drops from V0 to V(t) over a time 't'. If the voltage drop from V0 to V(t) is smaller, the ripple can be reduced, and the peak can be sustained effectively. V(t)Vo=e−tττ=C302⋅R302

[0069] The VCO (voltage-controlled oscillator) U302 refers to a VCO. The VCO U302 outputs a frequency signal PWM (e.g., a PWM frequency signal) proportional to the peak voltage, based on the peak voltage detected by the peak detector 2230.

[0070] The current amplifier Q301 amplifies the current that is output by the VCO U302 to operate the photodiode IS03_T.

[0071] Resistor R303 is located between current amplifier Q301 and photodiode IS03_T. Photodiode IS03_T is a light-emitting device. Photodiode IS03_T provides phototransistor IS03_R of the second vehicle charging control device 230 with the voltage CP-VMD of a PWM pulse of the pilot signal (e.g., the control pilot signal) in the form of a frequency.

[0072] The following is a description of a state change of a control pilot signal (e.g., a control pilot signal) of a vehicle (e.g., a motor vehicle) with reference to Table 1 and Fig. 4. Table 1 is a table that specifies the state of a control pilot or a control pilot signal (CP) (e.g., a control pilot or a control pilot signal) according to a state in which a connecting part (e.g., a plug) is inserted. Fig. Figure 4 is a time diagram for describing a change of state of a control pilot signal according to an embodiment of the present invention.

[0073] Referring to Fig. 4 The second vehicle charging control device 230 begins charging by switching on the switching element S2 when a PWM signal (e.g. a PWM frequency signal) is supplied (e.g. used) as the control pilot signal.

[0074] While the control pilot signal CP maintains the DC voltage of 12 V in one area (state A, the first state) where a connecting part (e.g. a plug) is not inserted into an inlet (e.g. a socket), the control pilot signal CP maintains the DC voltage of 9 V in an area B1 (the second state) where the connecting part is inserted into a vehicle inlet (e.g. a vehicle socket) and then maintains a PWM of 9 V in an area B2.

[0075] Afterwards, once the charging preparation is complete, the first vehicle charging control device 220 begins charging by operating (e.g., applying) the control pilot signal between 0 V and 6 V. When charging is complete, the phototransistor IS02_T is switched off and the level of the control pilot signal is between 0 V and 9 V.

[0076] After that, when the connecting part is removed from the vehicle inlet (state A), the control pilot signal is at a +12 V / -12 V level.

[0077] Fig. Figure 5 is a detailed circuit diagram of the proximity detection signal detector 223. Fig. 2.

[0078] Referring to Fig. 5, as shown in Table 3, the proximity detection signal detector 233 can detect at least one state of a charging connector separation (e.g. a charging plug separation), a switching element S3 (e.g. switch) ON and a connector connection (a plug connection), or a switching element S3 OFF and a connector connection, by means of a proximity detection signal. [Table 3] Condition Voltage [V] Separation voltage Location No connection 12 V ⓒ approximately 10 V ⓓ Connection, switching element S3 is switched off 7.648 V ⓒ approximately 6.5 V ⓔ Connection switching element S3 is switched on. 5.514 V ⓒ

[0079] The proximity detection signal detector 223 comprises: resistors R401 and R402, a Zener diode DZ401, resistors R403, R404 and R405, comparators U401-1 and U401-2, photodiodes IS04_T and IS05_T, and resistors R406 and R407. Resistor R401 is connected to one end of resistor R102 of the vehicle connection part 210. Resistor R402 and Zener diode DZ401 are connected in series between a power supply terminal and a ground terminal, and the common terminal ⓒ of this connection is connected to the output terminal of resistor R401. Here, the voltage of the common connection point ⓒ is / is fed into the (input) terminal (+) (e.g. the (+) terminal) of the comparators U401-1 and U401-2.

[0080] Resistors R403, R404, and R405 are connected in series (e.g., with each other) between the power supply terminal and the ground terminal. The voltage at the common terminal ⓓ of resistors R403 and R404 is / is fed into the (input) terminal (-) (e.g., the (-) terminal) of comparator U401-1. The voltage at the common terminal ⓔ of resistors R404 and R405 is / is fed into the (input) terminal (-) (e.g., the (-) terminal) of comparator U401-2.

[0081] Photodiodes IS04_T and IS05_T are each (e.g., each assigned) connected to the output terminals of comparators U401-1 and U401-2. Resistor R406 is connected between the power supply terminal and photodiode IS04_T. Resistor R407 is connected between the power supply terminal and photodiode IS05_T.

[0082] 1) If a connection part (e.g., a plug) is not connected, the voltage at the common terminal ⓒ rises to its highest level. Since the voltage at the common terminal ⓒ is higher than the voltage at terminals ⓓ and ⓔ (or terminals ⓓ and ⓔ), and the comparators U401-1 and U401-2 are in a high-voltage state, the two photodiodes IS04_T and IS05_T are switched off.

[0083] Furthermore, 2) when the vehicle connection is connected, but the switching element S3 is in an off state, the voltage at connection point ⓒ (e.g., fixed) is set to be lower than the voltage at connection point ⓓ and higher than the voltage at connection point ⓔ due to the series connection of resistors R102 and R103. Consequently, the output of comparator U401-1, in which a (-) voltage (e.g., a voltage at the (-) terminal) is higher, is at a low level and photodiode IS04_T is switched on, but photodiode IS05_T remains in an off state.

[0084] 3) When the vehicle connection part is connected and the switching element S3 is switched on, the voltage at connection point ⓒ is / is generated by means of the resistor R102 and the Zener diode D101. Since the voltage at connection point ⓒ is lower than the voltage at connection points ⓓ and ⓔ (or at connection points ⓓ and ⓔ), the photodiodes IS04_T and IS05_T are switched on.

[0085] Fig. Figure 6 is a detailed circuit diagram of the control unit 233 of the second vehicle-loading control device of Fig. 2.

[0086] Referring to Fig. 6 The control unit 233 includes an isolation receiver 234 (e.g. a decoupling receiver) and a charging start device (e.g. a device for starting a charging process) 235.

[0087] The isolation receiver 234 refers to phototransistors IS01_R, IS03_R, IS04_R and IS05_R, which are light receiving devices (e.g. light-receiving devices), and a resistor device RA501.

[0088] The phototransistors IS01_R, IS03_R, IS04_R, and IS05_R, which are light-receiving devices, can receive light energy by means of the photodiodes IS01_T, IS03_T, IS04_T, and IS05_T, which are the light-emitting devices contained in the first vehicle charging control device 220, and can convert the light energy into electrical energy. In embodiments, the phototransistor IS01_R can attain a control pilot duty cycle CP_DUTY (e.g., a control pilot duty cycle, on / off duty cycle ratio, or duty cycle). The phototransistor IS03_R can attain a control pilot level CP_VMD (e.g., a control pilot level). The phototransistors IS04_R and IS05_R can obtain state information from the proximity detection signal.

[0089] The charging start device 235 includes the photodiode IS02_T and a resistor R501, which are connected in series (e.g., with each other) between the power supply terminal and the switching element S2. The photodiode IS02_T is switched on, and then the phototransistor IS02_R, which is contained in the first vehicle charging control device 220, is switched on when the switching element S2 is switched on / becomes switched on, in order to start charging. As such, the level of the control pilot signal is at 6 V during operation.

[0090] Fig. Figure 7 is a detailed circuit diagram of the isolation converter 232 from Fig. 2.

[0091] The isolation converter 232 provides the first vehicle charging control device 220 with the current supplied by the second vehicle charging control device 230 in an isolation state (e.g., in a decoupling state). For this purpose, the isolation converter 232 can use a DC-DC converter (e.g., a DC voltage converter) such as a flyback converter (e.g., a buck-boost converter).

[0092] Referring to Fig.Figure 7 shows a primary side 701 and a secondary side 702 isolated (e.g., electrically decoupled) by means of a transformer located in the middle. The primary side 701, to which Vi (e.g., V1) is supplied (e.g., applied), can operate as the second vehicle charging control device 230, which supplies current, and the secondary side 702, to which Vo is supplied (e.g., applied), can operate as the first vehicle charging control device 220. One embodiment is shown in Fig.Figure 7 shows an isolation converter (e.g., a decoupling converter) implemented with a flyback converter (e.g., a buck-boost converter). However, this is not the only possible embodiment. For example, the isolation converter can be implemented with: a single-ended forward converter (e.g., a forward converter), a differential-mode forward converter (e.g., a push-pull converter), a SEPIC converter, a half-bridge converter, a full-bridge converter, or the like.

[0093] The technology can protect or prevent damage to an internal vehicle device (e.g., an interior vehicle device) by preventing or suppressing the transmission of an overvoltage to the internal vehicle device when the overvoltage occurs, thereby minimizing unnecessary costs.

[0094] Furthermore, a variety of effects, whether directly or indirectly captured, can be provided by means of this disclosure (e.g., description). Reference numerals of Fig. 1: 10 charging station system 11 Charging device 20 vehicle systems 21 Vehicle loading device 22 Store control unit Reference numerals of Fig. 2: 100 charging station system 200 vehicle systems 220 first vehicle loading control device 221 Control Pilot Signal (CP) Relative Duty Cycle Sensor 222 Control-Pilot-Signal- (CP-) Level Detector 223 Proximity Detection Signal (PD) Detector 230 second vehicle loading control device 231 Power IC 232 Isolation converter 233 Control unit 300 shop connector

Claims

[1] Isolation charging control device of a vehicle, comprising: a first vehicle charging control device (220) configured to receive a control pilot signal for a charging controller from a charging station system (100) and to receive power from the charging station system (100), and a second vehicle charging control device (230) that is isolated from the first vehicle charging control device (220) and is configured to perform vehicle charging control using a signal received from the first vehicle charging control device (220). [2] Device according to claim 1, wherein the first vehicle loading control device (220) comprises: a control pilot signal relative duty cycle sensor (221) configured to change a state of the control pilot signal and to detect a duty cycle / off cycle ratio of the control pilot signal, and a control pilot signal level detector (222) configured to detect a voltage level of the control pilot signal. [3] Device according to claim 2, wherein the control pilot signal relative duty cycle sensor (221) comprises: a first isolation element (IS01_T) which is operated by means of the control pilot signal and which is configured to transmit the duty / off ratio of the control pilot signal to the second vehicle load control device (230). [4] Device according to claim 3, wherein the insulation element (IS01_T) comprises a photodiode (IS01_T) which functions as a light-emitting device. [5] Device according to one of claims 2-4, wherein the control pilot signal relative duty cycle sensor (221) further comprises: a first state-conversion device (2210) configured to convert the voltage level of the control pilot signal, which is switched on when an inlet of the vehicle is connected to a charging connection part (300), from a first level to a second level that is lower than the first level, and a second state-conversion device (2220) configured to convert the voltage level of the control pilot signal from the second level to a third level that is lower than the second level when a switching element (S2) is turned on to start a charge. [6] Device according to claim 5, wherein the second state-changing device (2220) comprises: a second isolation element (IS02_R) that is configured to receive a power-on signal from the second vehicle charging control device (230) and to be switched on when the switching element (S2) is switched on to start charging. [7] Device according to claim 5 or 6, wherein the control pilot signal relative duty cycle sensor (221) comprises: a first resistance element (R201) and a second resistance element (R202) connected in series between a power supply terminal and a ground terminal, and a comparator (U201), wherein the comparator (U201) is configured to: to receive the control pilot signal, whose voltage level is converted by means of the second state-conversion device (2220), and a voltage from a common connection point of the first resistor element (R201) and the second resistor element (R202), to compare the voltage level of the control pilot signal with the voltage of the common connection point, and to strengthen the comparison result. [8] Device according to claim 7, wherein a resistance value of each of the first resistance element (R201) and the second resistance element (R202) is configured such that a voltage level of the common connection point of the first resistance element (R201) and the second resistance element (R202), which is supplied to the comparator (U201), becomes a value that is less than a minimum value of the voltage level of the control pilot signal. [9] Device according to one of claims 2-8, wherein the control pilot signal level detector (222) comprises: a buffer (U301) configured to receive the control pilot signal supplied by the charging station system (100) and to buffer the control pilot signal, a peak detector (2230) configured to detect a peak current of the control pilot signal output by the buffer, a voltage-controlled oscillator (VCO) configured to output a frequency signal proportional to the peak current, and an isolation element (IS03_T) that transmits the frequency signal to the second vehicle charging control device (230) in an isolated manner. [10] Device according to one of claims 2-9, further comprising: a proximity detection signal detector (223) configured to detect a proximity detection signal capable of detecting whether a charging connector (300) is plugged into a vehicle inlet. [11] Device according to claim 10, wherein the proximity detection signal detector (223) is configured to distinguishably detect, by means of a proximity detection signal supplied by the charging connector (300): a state in which the charging connector (300) is not plugged into the vehicle inlet, a case in which the charging connector (300) is plugged into the vehicle inlet but a switching element (S3) for charging in the charging connector (300) is switched off, or a case in which the charging connector (300) is plugged into the vehicle inlet and the switching element (S3) for charging in the charging connector (300) is switched on. [12] Device according to claim 10 or 11, wherein the proximity detection signal detector (223) comprises: a first comparator (U401-1) which is operated by receiving a first voltage via the proximity detection signal and a second voltage which is obtained by dividing a power supply voltage and a ground voltage by means of a resistor element (R403, R404, R405), a first isolation element (IS04_T) which is operated by means of an output of the first comparator (U401-1) and which is configured to transmit a signal to the second vehicle loading control device (230), a second comparator (U401-2) which is operated by receiving the first voltage via the proximity detection signal and the second voltage by dividing the power supply voltage and the ground voltage by the resistor element (R403, R404, R405), and a second isolation element (IS05_T) which is operated by means of an output of the second comparator (U401-2) and which is configured to transmit a signal to the second vehicle charging control device (230). [13] Device according to claim 12, wherein both the first isolation element (IS04_T) and the second isolation element (IS05_T) are switched off when the charging connection part (300) is not plugged into the vehicle inlet, wherein the first isolation element (IS04_T) is switched on and the second isolation element (IS05_T) is switched off when the charging connection part (300) is plugged into the vehicle inlet, but a switching element (S3) for charging in the charging connection part (300) is switched off, and where both the first isolation element (IS04_T) and the second isolation element (IS05_T) are switched on when the charging connection part (300) is plugged into the vehicle inlet and the charging switch (S3) in the charging connection part (300) is switched on. [14] Device according to one of claims 1-13, wherein the second vehicle loading control device (230) comprises: an isolation receiver (234) comprising at least one or more isolation elements (IS01_R, IS03_R, IS04_R, IS05_R) configured to receive an on-time / off-time ratio of the control pilot signal, a frequency signal of the control pilot signal, a proximity detection signal from an isolation element (IS04_T, IS05_T) of the first vehicle loading control device (220) in an isolated state. [15] Device according to one of claims 1-14, wherein the second vehicle loading control device (230) further comprises: an isolation converter (232) configured to supply power to the first vehicle charging control device (220) in an isolated state. [16] Device according to one of claims 1-15, wherein the second vehicle loading control device (230) comprises: a charging start device (235) comprising an isolation element (IS02_T) which is operated depending on an on / off state of a switching element (S2) to start charging, and which is configured to transmit a charging start signal to the first vehicle charging control device (220). [17] System, having: a charging connection part (300) to which a vehicle inlet is connected for charging, a first vehicle charging control device (220) configured to receive a control pilot signal for a charging controller from a charging station system (100) and to receive power, and a second vehicle charging control device (230) that is isolated from the first vehicle charging control device (220) and is configured to perform vehicle charging control using a signal received from the first vehicle charging control device (220). [18] System according to claim 17, wherein the charging connection part (300) comprises: a first resistance element (R104) and a switching element (S3) connected in series between a power supply terminal and a ground terminal, a second resistor element (R102) and a third resistor element (R103) connected in series between the first vehicle charging control device (220) and the grounding terminal, and a diode (D101) is provided between a common connection point of the first resistor element (R104) and the switching element (S3) and a common connection point of the second resistor element (R102) and the third resistor element (R103). [19] System according to claim 17 or 18, wherein the first vehicle loading control device (220) comprises: a control pilot signal relative duty cycle sensor (221) configured to convert a state of the control pilot signal and to detect a duty cycle / off cycle ratio of the control pilot signal, a control-pilot signal level detector (222) configured to detect a voltage level of the control-pilot signal, and a proximity detection signal detector (223) configured to detect a proximity detection signal capable of detecting whether the charging connector (300) is plugged into the vehicle inlet. [20] System according to one of claims 17-19, wherein the second vehicle loading control device (230) comprises: a control unit (233) comprising at least one or more isolation elements (IS01_R, IS03_R, IS04_R, IS05_R) configured to receive an on-time / off-time ratio of the control pilot signal, a frequency signal of the control pilot signal, a proximity detection signal from an isolation element (IS04_T, IS05_T) of the first vehicle loading control device (220) in an isolated state, and an isolation converter (232) configured to supply power to the first vehicle charging control device (220) in an isolated state.

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