Electric vehicle charging controller

Abstract

An electric vehicle charging controller according to an embodiment of the present invention includes a switch; a first resistor having a first stage connected to a collector terminal of the switch and a second stage connected to a first power source; a second resistor having a first stage connected to the collector terminal of the switch and a second stage connected to a signal output terminal; a third resistor having a first stage connected to a second stage of the second resistor and a second stage connected to a first ground terminal; and a diode having a cathode terminal electrically connected to a base terminal of the switch, and an emitter terminal of the switch electrically connected to a second ground terminal of a power supply device.

Description

Technical Field

[0001] The embodiments relate to an electric vehicle charging controller.

Background Art

[0002] Environmentally friendly vehicles such as electric vehicles (EVs) or plug-in hybrid electric vehicles (PHEVs) utilize electric vehicle supply equipment (EVSE) installed at charging stations for battery charging.

[0003] For this purpose, an electric vehicle charging controller (EVCC) is installed in the EV, communicates with the EV and the EVSE, and controls the charging of the electric vehicle.

[0004] For example, if the EVCC receives a signal instructing the start of charging from the electric vehicle, it can control to start charging, and if it receives a signal instructing the end of charging from the electric vehicle, it can control to end charging.

[0005] The charging method of an electric vehicle can be classified into rapid charging and slow charging according to the charging time. In the case of rapid charging, the battery is charged by the direct current supplied by the charger, and in the case of slow charging, the battery is charged by the alternating current supplied to the charger. Therefore, the charger used for rapid charging is called a rapid charger or a direct current charger, and the charger used for slow charging is called a slow charger or an alternating current charger.

[0006] Because electric vehicle charging systems charge vehicles using high-voltage electricity, there is a possibility of safety issues such as electric shock and system failures due to reverse current. Accordingly, electric vehicle charging systems control the charging process through various sequences and provide various structures to enhance system safety in order to prevent various problems that may occur during charging.

[0007] However, current electric vehicle charging systems are unable to detect or prevent all the various problems that can occur during the battery charging process, and solutions are needed to address this. [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] The embodiment provides an electric vehicle charging controller that can accurately detect the connection status between an electric vehicle and an electric vehicle power supply device.

[0009] The problems that the examples attempt to solve are not limited to those described here, and can also include the objectives and effects that can be understood from the means of solving the problems and the embodiments described below. [Means for solving the problem]

[0010] An electric vehicle charging controller according to an embodiment of the present invention includes a switch; a first resistor whose first stage is connected to the collector terminal of the switch and whose second stage is connected to a first power supply; a second resistor whose first stage is connected to the collector terminal of the switch and whose second stage is connected to a signal output terminal; a third resistor whose first stage is connected to the second stage of the second resistor and whose second stage is connected to a first ground terminal; and a diode whose cathode terminal is electrically connected to the base terminal of the switch, wherein the emitter terminal of the switch is electrically connected to the second ground terminal of the power supply device.

[0011] The switching unit may include an NPN type bipolar junction transistor.

[0012] The system may further include a capacitor in which the first stage is connected to the signal output terminal and the second stage is connected to the first ground terminal.

[0013] An electric vehicle charging controller according to an embodiment of the present invention includes: a signal generation unit that generates a switching signal by control signal when a first port of an electric vehicle power supply device and a second port of an electric vehicle are connected; a switching unit that turns on a switch element connected to one end of the second port via the switching signal; a voltage distribution unit that distributes the voltage supplied by the first power supply of the electric vehicle through a plurality of resistors electrically connected to the second port; a sensing unit that senses the voltage distributed by the plurality of resistors and generates a sensing voltage; and a determination unit that determines the connection state with the electric vehicle power supply device based on the voltage value of the sensing voltage.

[0014] The determination unit can determine that the power supply of the power supply device is short-circuited to ground if the voltage value of the sensing voltage is 0.

[0015] The determination unit can determine that the first port and the second port are not electrically connected if the voltage value of the sensing voltage corresponds to the first reference value.

[0016] The determination unit can determine that the first port and the second port are electrically connected if the voltage value of the sensing voltage is less than the first reference value.

[0017] If the voltage value of the sensing voltage corresponds to the first reference value while the electric vehicle is charging its battery, it can be determined that the electric vehicle's battery is short-circuited.

[0018] A coupling state determination method using an electric vehicle charging controller according to an embodiment of the present invention includes the steps of: generating a switching signal using a control signal when a first port of an electric vehicle power supply device and a second port of an electric vehicle are coupled; turning on a switch element connected to one end of the second port through the switching signal; distributing the voltage supplied by the first power supply of the electric vehicle through a plurality of resistors electrically connected to the second port; sensing the voltage distributed by the plurality of resistors to generate a sensing voltage; and determining the coupling state with the electric vehicle power supply device based on the voltage value of the sensing voltage.

[0019] In the step of determining the connection state, if the voltage value of the sensing voltage is 0, it can be determined that the power supply of the power supply device is short-circuited to ground.

[0020] In the step of determining the connection state, if the voltage value of the sensing voltage corresponds to the first reference value, it can be determined that the first port and the second port are not electrically connected.

[0021] In the step of determining the connection state, if the voltage value of the sensing voltage is less than the first reference value, it can be determined that the first port and the second port are electrically connected.

[0022] In the step of determining the connection state, if the sensing current voltage value corresponds to the first reference value while the electric vehicle is charging its battery, it can be determined that the electric vehicle's battery is short-circuited.

[0023] The electric vehicle charging controller according to an embodiment of the present invention includes a sensing unit that outputs a sensing signal based on a voltage applied from a first power source of the electric vehicle; a switching unit that electrically connects or disconnects the sensing unit and an electric vehicle power supply device, and cuts off a current flowing from the electric vehicle power supply device when the first port of the electric vehicle power supply device is connected to a second port of the electric vehicle corresponding to the first port; and a switching control unit that generates a switching signal for controlling on / off of the switching unit by using a second power source of the electric vehicle.

[0024] The switching unit can include an NPN-type bipolar junction transistor.

[0025] The sensing unit can include a first resistor having a first stage connected to a collector terminal of the bipolar junction transistor and a second stage connected to the first power source; a second resistor having a first stage connected to the collector terminal of the bipolar junction transistor; and a third resistor having a first stage connected to a second stage of the second resistor and a second stage connected to a ground terminal of the electric vehicle.

[0026] The electric vehicle charging controller can further include a noise removal unit that removes a noise signal included in the sensing signal.

[0027] The noise removal unit can further include a capacitor having a first stage connected to a second stage of the second resistor and a first stage of the third resistor and a second stage connected to a ground terminal of the electric vehicle.

[0028] The sensing unit can output the sensing signal from a node where the second stage of the second resistor and the first stage of the third resistor are connected.

[0029] The switching control unit may include a fourth resistor whose first stage is connected to the base terminal of the bipolar junction transistor; a diode element whose cathode terminal is connected to the second stage of the fourth resistor; a dual bias resistor having a first terminal connected to the ground terminal of the electric vehicle, a second terminal connected to the second power supply, a third terminal connected to the anode terminal of the diode element, and a fifth terminal and a sixth terminal connected; and a fifth resistor whose first stage is connected to the fourth terminal of the dual bias resistor and whose second stage is connected to the second power supply.

[0030] It may further include a determination unit that determines the connection state between the first port and the second port based on the sensing signal.

[0031] When the magnitude of the sensing signal is included in a first voltage range, the determination unit can determine that a short to ground has occurred in the line connecting the first port and the second port.

[0032] When the magnitude of the sensing signal is included in a second voltage range having an average value larger than the average value of the first voltage range, the determination unit can determine that the first port and the second port are connected.

[0033] When the magnitude of the sensing signal is included in a third voltage range having an average value larger than the average value of the second voltage range, the determination unit can determine that the connection between the first port and the second port is broken.

[0034] During charging of the battery of the electric vehicle, when the magnitude of the sensing signal is included in the third voltage range, the determination unit can determine that a short to battery has occurred.

Advantages of the Invention

[0035] According to the embodiment, the stability of the charging system can be improved by blocking the reverse current flowing from the electric vehicle power supply device from flowing into the microprocessor and other components on the electric vehicle side.

[0036] According to the embodiment, it is possible to determine various coupling states that may occur during the execution of the charging sequence, thereby improving the safety of the charging system.

[0037] The diverse and beneficial advantages and effects of the present invention are not limited to those described above and will become more readily apparent in the process of describing specific embodiments of the present invention. [Brief explanation of the drawing]

[0038] [Figure 1] These are drawings illustrating an electric vehicle charging system according to an embodiment of the present invention.

[0039] [Figure 2] This is a drawing showing the configuration of an electric vehicle charging system according to an embodiment of the present invention.

[0040] [Figure 3] This is a configuration diagram of an electric vehicle charging controller according to an embodiment of the present invention.

[0041] [Figure 4] This is a diagram showing the circuit configuration of an electric vehicle charging controller according to an embodiment of the present invention.

[0042] [Figure 5] This diagram shows the current flow when the switching unit according to an embodiment of the present invention is in the turn-off state.

[0043] [Figure 6] This diagram shows the current flow when the switching unit according to an embodiment of the present invention is in the turn-on state.

[0044] [Figure 7]This is a flowchart illustrating the port state determination process using an electric vehicle charging controller according to an embodiment of the present invention.

[0045] [Figure 8] This is a configuration diagram of an electric vehicle charging controller according to one embodiment of the present invention.

[0046] [Figure 9] This is a flowchart illustrating a method for determining the connection status of an electric vehicle charging controller according to one embodiment of the present invention. [Modes for carrying out the invention]

[0047] Preferred embodiments of the present invention will be described in detail below with reference to the attached drawings.

[0048] However, the technical concept of the present invention is not limited to the embodiments described, but can be embodied in a variety of different forms, and within the scope of the technical concept of the present invention, one or more of its components can be selectively combined or replaced between embodiments.

[0049] Furthermore, unless explicitly defined, terms used in the embodiments of the present invention (including technical and scientific terms) may be interpreted in a way that is generally understood by a person skilled in the art to which the present invention pertains, and commonly used terms, such as those defined in dictionaries, may be interpreted considering their meaning in the context of the relevant art.

[0050] Furthermore, the terminology used in the embodiments of the present invention is for illustrative purposes only and is not intended to limit the present invention.

[0051] In this specification, singular types may also include plural types unless otherwise specified in the text, and when it says "A and / or at least one of B and C," it may include one or more of all possible combinations of A, B, and C.

[0052] Furthermore, when describing the components of the embodiments of the present invention, terms such as first, second, A, B, (a), (b), etc., may be used.

[0053] Such terminology is merely used to distinguish one component from another, and does not limit the essence, order, or sequence of the component in question.

[0054] Furthermore, when it is stated that one component is “connected,” “joined,” or “connected” to another component, this may include not only cases where the component is directly connected, joined, or connected to the other component, but also cases where it is “connected,” “joined,” or “connected” by yet another component between that component and the other component.

[0055] Furthermore, when it is stated that something is formed or positioned "above or below" each component, "above or below" includes not only cases where two components are in direct contact with each other, but also cases where one or more other components are formed or positioned between the two components. Also, when expressed as "above or below," it can include not only the upward direction but also the downward direction relative to one component.

[0056] Figure 1 is a diagram illustrating an electric vehicle charging system according to an embodiment of the present invention.

[0057] An electric vehicle charging system according to an embodiment of the present invention may mean a system for charging the battery of an electric vehicle that operates using electrical energy as power.

[0058] Referring to Figure 1, an electric vehicle charging system according to an embodiment of the present invention may include an electric vehicle supply equipment (EVSE, 10) and an electric vehicle (EV, 20).

[0059] The electric vehicle power supply device 10 is equipment that supplies AC or DC power and may be located in a charging station or in a home, and may be embodied in a portable manner. The electric vehicle power supply device 10 may be used in combination with charging stations (supply), AC charging stations (AC supply), DC charging stations (DC supply), etc. The electric vehicle power supply device 10 can receive AC or DC power from the main power source. The main power source may include a power grid, etc. The electric vehicle power supply device 10 can transform or convert the AC or DC power supplied from the main power source and supply it to the electric vehicle 20.

[0060] An electric vehicle 20 means a vehicle that operates using all or part of its energy supplied from an onboard battery. An electric vehicle 20 can include not only electric vehicles that run solely on the electric energy stored in the battery, but also plug-in hybrid electric vehicles (PHEVs) that run in parallel with an engine that uses fossil fuels. The battery in the electric vehicle 20 can be charged by receiving power from the electric vehicle power supply unit 10.

[0061] Figure 2 is a diagram showing the configuration of an electric vehicle charging system according to an embodiment of the present invention.

[0062] An electric vehicle charging system according to an embodiment of the present invention may include an electric vehicle power supply device (10, Electric Vehicle Supply Equipment, EVSE), a cable (50, cable), a connector (51, connector), an inlet (53, inlet), a junction box (100, junction box), an electric vehicle charging controller (200, Electric Vehicle Charging Controller, EVCC), a battery 300, a battery management system (400, Battery Management System, BMS), and an integrated power control unit (500, Electric Power Control Unit, EPCU). The components included in the electric vehicle charging system can be divided into the configuration on the electric vehicle power supply device 10 side (EVSE side) and the configuration on the electric vehicle 20 side (EV side). The configuration on the electric vehicle power supply device 10 side may include the electric vehicle power supply device 10, the cable 50, and the connector 51. The electric vehicle configuration may include an inlet 53, a junction box 100, an electric vehicle charging controller 200, a battery 300, a battery management system 400, and an integrated power control device 500. Such classifications are for illustrative purposes only and are not limiting.

[0063] First, the electric vehicle power supply device 10 supplies power to charge the electric vehicle's battery 300. The electric vehicle power supply device 10 can transmit power supplied from a main power source (e.g., a power grid) to the electric vehicle 20. At this time, the electric vehicle power supply device 10 can reduce the voltage of the power supplied from the main power source or convert it before supplying it to the electric vehicle 20. In one embodiment, when the electric vehicle power supply device 10 supplies AC power to the electric vehicle 20, the electric vehicle power supply device 10 can transform the AC power supplied from the main power source and supply it to the electric vehicle 20. In another embodiment, when the electric vehicle power supply device 10 supplies DC power to the electric vehicle 20, the electric vehicle power supply device 10 can convert the AC power supplied from the main power source into DC power and supply it to the electric vehicle 20. For power transformation and conversion, the electric vehicle power supply device 10 may be equipped with a power converter. According to the embodiment, the electric vehicle power supply device 10 may include a rectifier, isolation transformer, inverter, converter, etc.

[0064] The electric vehicle power supply device 10 may include a charging control device for sending and receiving various control signals necessary for charging the battery 300 of the electric vehicle 20 and for controlling the battery charging process. The charging control device can send and receive control signals with the electric vehicle 20 and carry out the battery charging process. The control signals may include information such as charging preparation, charging completion, and proximity detection. The charging control device may include a communication device for communicating with the electric vehicle 20. The communication device can communicate with the electric vehicle 20 using power line communication (PLC), a controller area network (CAN), etc. The communication device may be included in the charging control device or configured separately.

[0065] Next, the cable 50, connector 51, and inlet 53 electrically connect the electric vehicle power supply unit 10 to the electric vehicle.

[0066] Cable 50 transmits power and signals between the electric vehicle power supply unit 10 and the electric vehicle 20. Cable 50 may include power lines for transmitting power, signal lines for transmitting control signals related to charging, and grounding lines for connecting to the ground.

[0067] The cable 50 is connected to the electric vehicle power supply unit 10. According to one embodiment, the electric vehicle power supply unit 10 and the cable 50 can be directly connected without a separate connection configuration. According to yet another embodiment, the electric vehicle power supply unit 10 and the cable 50 can be connected through a connection between a socket-outlet provided on the electric vehicle power supply unit 10 and a plug provided on the cable 50.

[0068] The connector 51 may be connected to the cable 50, and the inlet 53 may be provided on the electric vehicle 20. The connector 51 and the inlet 53 can be collectively named a coupler. The connector 51 and the inlet 53 are structured to be connectable to each other, and the electric vehicle 20 and the electric vehicle power supply unit 10 can be electrically connected through the connection of the connector 51 and the inlet 53. The inlet 53 and the connector 51 may be connected not only directly, but also through an adapter (52). According to one embodiment, the adapter 52 may be used when the connector 51 and the inlet 53 cannot be directly connected because the standards of the electric vehicle power supply unit 10 and the electric vehicle 20 are different charging standards. For example, the adapter 52 may be used to connect the connector 51 of the electric vehicle power supply unit 10 according to the CHAdeMO standard specification to the inlet 53 of the electric vehicle 20 according to the chaoji standard specification.

[0069] The connector 51 and the inlet 53 may have multiple pins that can be coupled to each other. For example, one of the multiple pins may be a CP port pin through which a CP (Control Pilot) signal is transmitted between the electric vehicle power supply unit 10 and the electric vehicle charging controller 200; another may be a PD (Proximity Detection) port pin that senses the proximity of the connector 51 and the inlet 53; yet another may be a Protective Earth (PE) port pin connected to the protective earth of the electric vehicle power supply unit 10. Yet another may be a pin for driving a motor to open the oil filler flap; yet another may be a pin for sensing the motor; yet another may be a pin for temperature sensing; yet another may be a pin for LED sensing; and yet another may be a pin for CAN communication. One of the pins may be a voltage line pin supplied by a collision detection sensor in the electric vehicle 20, another may be a battery pin supplying charging power to the electric vehicle 20, and yet another may be a high-voltage protection pin. However, the number and function of the pins are not limited to these and can be varied in many ways.

[0070] The junction box 100 transmits power supplied from the electric vehicle power supply unit 10 to the battery 300. The power supplied from the electric vehicle power supply unit 10 is high voltage, and if it were supplied directly to the battery 300, there is a risk that the battery 300 could be damaged by inrush current. The junction box 100 may include at least one relay to prevent damage to the battery due to inrush current.

[0071] The electric vehicle charging controller 200 can control some or all of the processes related to charging the battery of the electric vehicle 20. The electric vehicle charging controller 200 may also be named an electric vehicle communication controller (EVCC).

[0072] The electric vehicle charging controller 200 can communicate with the electric vehicle power supply device 10. The electric vehicle charging controller 200 can send and receive control commands related to the battery charging process from the electric vehicle power supply device 10. According to one embodiment, the electric vehicle charging controller 200 can communicate with a charging control device provided in the electric vehicle power supply device 10, and can send and receive control commands related to the battery charging process from the charging control device.

[0073] The electric vehicle charging controller 200 can communicate with the electric vehicle 20. The electric vehicle charging controller 200 can receive control commands from the electric vehicle 20 regarding the battery charging process. According to one embodiment, the electric vehicle charging controller 200 can communicate with the battery management system 400 of the electric vehicle 20 and can receive control commands from the battery management system 400 regarding the battery charging process. According to yet another embodiment, the electric vehicle charging controller 200 can communicate with the integrated power control device 500 of the electric vehicle 20 and can receive control commands from the integrated power control device 500 regarding the battery charging process.

[0074] The electric vehicle charging controller 200 may be equipped with a microcontroller (microcontroller unit, MCU), a communication device, a relay device, and the like in order to perform the above-mentioned functions.

[0075] The battery management system 400 manages the energy status of the battery 300 in the electric vehicle 20. The battery management system 400 can monitor the usage status of the battery 300 and perform control for efficient energy distribution. For example, the battery management system 400 can transmit the available power status of the electric vehicle 20 to the vehicle integrated controller and inverter for efficient energy use. As another example, the battery management system 400 can correct the voltage deviation per cell of the battery 300 or drive a cooling fan to maintain the battery 300 at an appropriate temperature.

[0076] The integrated power control unit 500 is a device that controls the overall operation of the electric vehicle, including motor control. The integrated power control unit 500 may include a Motor Control Unit (MCU), a Low Voltage DC-DC Converter (LDC), and a Vehicle Control Unit (VCU). The Motor Control Unit may be named an Inverter. The Motor Control Unit can receive DC power from the battery and convert it to three-phase AC power, and can control the motor according to commands from the Vehicle Control Unit. The Low Voltage DC-DC Converter can convert high voltage power to low voltage (e.g., 12V) power and supply it to the various components of the electric vehicle 20. The Vehicle Control Unit plays a role in maintaining the overall system performance of the electric vehicle 20. The Vehicle Control Unit can perform various functions such as charging and driving together with various devices such as the Motor Control Unit and the Battery Management System 400.

[0077] Figure 3 is a configuration diagram of an electric vehicle charging controller according to an embodiment of the present invention.

[0078] Referring to Figure 3, the electric vehicle charging controller 200 according to an embodiment of the present invention may include a sensing unit 210, a switching unit 220, and a switching control unit 230. The electric vehicle charging controller 200 according to an embodiment of the present invention may further include a noise reduction unit 240 and a determination unit 250.

[0079] The sensing unit 210 can output a sensing signal based on the voltage applied from the first power source of the electric vehicle.

[0080] The switching unit 220 electrically connects or disconnects the sensing unit 210 and the electric vehicle power supply unit, and can interrupt the current flowing from the electric vehicle power supply unit when the first port of the electric vehicle power supply unit is connected to the second port of the electric vehicle corresponding to the first port. According to the embodiment, the first port of the electric vehicle power supply unit and the second port of the electric vehicle may be ports for connector proximity detection. That is, based on the electrical connection of the first port and the second port, the electric vehicle (or electric vehicle power supply unit) can determine whether the inlet and connector are connected to each other. The switching unit 220 may include a switching element. The switching element may include an NPN type bipolar junction transistor.

[0081] The switching control unit 230 can generate a switching signal to control the on / off state of the switching unit 220 using the control signals of the electric vehicle and the second power supply. The control signals may be generated by a microcontroller included in the electric vehicle charging controller 200, but are not limited to this. The control signals may also be generated by a microcontroller included in the electric vehicle's battery management system (BMS). The second power supply may be a 5V DC voltage source, but is not limited to this, and may be the same voltage source as the first power supply.

[0082] The noise reduction unit 240 can remove noise signals contained in the sensing signal. In one embodiment, the noise reduction unit 240 may be a low-pass filter, but is not limited to this.

[0083] The determination unit 250 can determine the connection status between the first port and the second port based on the sensing signal. If the magnitude of the sensing signal falls within the first voltage range, the determination unit 250 can determine that a short to ground has occurred in the line connecting the first port and the second port. If the magnitude of the sensing signal falls within the second voltage range, which has an average value greater than the average value of the first voltage range, the determination unit 250 can determine that the first port and the second port are connected. If the magnitude of the sensing signal falls within the third voltage range, which has an average value greater than the average value of the second voltage range, the determination unit 250 can determine that the connection between the first port and the second port has been broken. If the magnitude of the sensing signal falls within the third voltage range while charging the battery of an electric vehicle, the determination unit 250 can determine that a short circuit has occurred in the battery.

[0084] The determination unit 250 may be implemented including a microcontroller and memory. The determination unit 250 may be included in the electric vehicle charging controller 200, but is not limited thereto. For example, the determination unit 250 may be implemented by a microcontroller included in the battery management system (BMS) of an electric vehicle.

[0085] Figure 4 is a diagram showing the circuit configuration of an electric vehicle charging controller according to an embodiment of the present invention.

[0086] Referring to Figure 4, the electric vehicle charging controller 200 according to an embodiment of the present invention may include a sensing unit 210, a switching unit 220, a switching control unit 230, a noise reduction unit 240, and a determination unit 250.

[0087] The sensing unit 210 may include a first resistor R1, a second resistor R2, and a third resistor R3.

[0088] The first stage of the first resistor R1 may be connected to the collector terminal C of the bipolar junction transistor Q1. The first stage of the first resistor R1 may be connected to the first stage of the second resistor R2. The first stage of the first resistor R1 may be connected to the same node as the first stage of the second resistor R2 and the collector terminal C of the bipolar junction transistor Q1.

[0089] The first resistor R1 can be connected to the first power supply V1 in the second stage. The first power supply V1 can be formed by an electric vehicle battery. According to one embodiment, the first power supply V1 may be a DC voltage source of magnitude 12[V].

[0090] The first resistor R1 can be realized by connecting multiple resistors in series. For example, the first resistor R1 can be realized in a configuration in which the 1-1 resistor and the 1-2 resistor are connected in series. The first stage of the 1-1 resistor can be connected to the collector terminal C of the bipolar junction transistor Q1, the second stage of the 1-1 resistor can be connected to the first stage of the 1-2 resistor, and the second stage of the 1-2 resistor can be connected to the first power supply V1. When the first resistor R1 is realized in a series configuration of the 1-1 resistor and the 1-2 resistor, there is an advantage in that the electrical shock can be mitigated even if one of the resistors fails.

[0091] The second resistor R2 may be connected in its first stage to the collector terminal C of the bipolar junction transistor Q1. The first stage of the second resistor R2 may be connected to the first stage of the first resistor R1. The first stage of the second resistor R2 may be connected to the same node as the first stage of the first resistor R1 and the collector terminal C of the bipolar junction transistor Q1.

[0092] The second stage of the second resistor R2 may be connected to the first stage of the third resistor R3. The second stage of the second resistor R2 may be connected to the first stage of the capacitor C1. The second stage of the second resistor R2 may be connected to the determination unit 250. The second stage of the second resistor R2, the first stage of the third resistor R3, the first stage of the capacitor C1, and the determination unit 250 may be connected to the same node. The sensing signal detected by the second stage of the second resistor R2 may be output to the determination unit 250. For example, if the determination unit 250 is implemented as a microcontroller, the second stage of the second resistor R2 may be connected to one of the pins located on the microcontroller, and the sensing signal detected by the second stage of the second resistor R2 may be output to one of the pins located on the microcontroller.

[0093] The first stage of the third resistor R3 may be connected to the second stage of the second resistor R2. The first stage of the third resistor R3 may be connected to the first stage of the capacitor C1. The first stage of the third resistor R3 may be connected to the determination unit 250. The first stage of the third resistor R3, the second stage of the second resistor R2, the first stage of the capacitor C1, and the determination unit 250 may be connected to the same node. The sensing signal detected by the first stage of the third resistor R3 may be output to the determination unit 250. For example, if the determination unit 250 is implemented as a microcontroller, the first stage of the third resistor R3 may be connected to one of the pins located on the microcontroller, and the sensing signal detected by the first stage of the third resistor R3 may be output to one of the pins located on the microcontroller. Since the first stage of the third resistor R3 is connected to the second stage of the second resistor R2, the sensing signals output to the determination unit 250 may be the same signal.

[0094] The third resistor R3 can be connected to the ground terminal GND1 of the electric vehicle in the second stage.

[0095] The switching section 220 may include a switching element. The switching element may be a bipolar junction transistor Q1 including an emitter terminal E, a collector terminal C, and a base terminal B.

[0096] The emitter terminal E of the bipolar junction transistor Q1 can be connected to an electric vehicle power supply unit. For example, the emitter terminal E of the bipolar junction transistor Q1 can be electrically connected to an electric vehicle power supply unit by connecting the inlet on the electric vehicle side to the connector on the electric vehicle charging equipment side. The emitter terminal E of the bipolar junction transistor Q1 can be connected to the first stage of the sixth resistor R6 of the electric vehicle power supply unit. On the other hand, the second stage of the sixth resistor R6 can be connected to the ground terminal GND2 of the electric vehicle power supply unit.

[0097] The collector terminal C of the bipolar junction transistor Q1 may be connected to the sensing unit 210. The collector terminal C of the bipolar junction transistor Q1 may be connected to the first stage of the first resistor R1. The collector terminal C of the bipolar junction transistor Q1 may be connected to the first stage of the second resistor R2. That is, the collector terminal C of the bipolar junction transistor Q1 may be connected to the same node as the first stage of the first resistor R1 and the first stage of the second resistor R2.

[0098] The bipolar junction transistor Q1 may have its base terminal B connected to the switching control unit 230. The base terminal B of the bipolar junction transistor Q1 may also be connected to the first stage of the fourth resistor R4. The bipolar junction transistor Q1 can receive switching control signals from the switching control unit 230 through its base terminal B.

[0099] The switching control unit 230 may be connected to the switching unit 220. The switching control unit 230 may include a fourth resistor R4, a diode D1, and a dual bias resistor U1.

[0100] The fourth resistor R4 can be connected to the base terminal B of the first stage bipolar junction transistor Q1.

[0101] The fourth resistor R4 can be connected to the cathode terminal of diode D1 in the second stage.

[0102] The cathode terminal of diode D1 can be connected to the second stage of the fourth resistor R4.

[0103] Diode D1 may have its anode connected to the third terminal of the dual bias resistor U1. By connecting the cathode terminal of diode D1 to the second stage of the fourth resistor R4 and its anode terminal to the dual bias resistor U1, the reverse voltage that may be applied to the dual bias resistor U1, etc., through the base terminal B of the bipolar junction transistor Q1 can be blocked.

[0104] A dual bias resistor (U1) can have multiple terminals. For example, a dual bias resistor U1 can have six terminals.

[0105] The dual bias resistor U1 can have its first terminal connected to the electric vehicle's ground terminal GND1.

[0106] The dual bias resistor U1 may have its second terminal connected to the second power supply V2.

[0107] The third terminal of the dual bias resistor U1 may be connected to the anode terminal of the diode D1 element. A switching control signal may be output through the third terminal of the dual bias resistor U1.

[0108] The fourth terminal of the dual bias register U1 can be connected to a microcontroller MCU. The fourth terminal of the dual bias register U1 can be connected to any one of the pins located on the microcontroller. In this case, the microcontroller may be the same as the microcontroller of the determination unit 250.

[0109] The dual bias register U1 can have its 5th and 6th terminals connected to each other.

[0110] The dual bias resistor U1 can generate a switching signal through the control signal input via the fourth terminal and the power from the second power supply V2 input via the second terminal. By utilizing the dual bias resistor U1, it is possible to block the reverse voltage that may be applied to a microcontroller connected to the fourth terminal. In other words, two-stage protection for the microcontroller can be achieved through diode D1 and dual bias resistor U1.

[0111] The noise reduction unit 240 may be connected to the sensing unit 210. The noise reduction unit 240 may include a capacitor C1.

[0112] The first stage of capacitor C1 may be connected to the second stage of the second resistor R2. The first stage of capacitor C1 may be connected to the first stage of the third resistor R3. The first stage of capacitor C1 may be connected to the decision unit 250. The first stage of capacitor C1, the first stage of the third resistor R3, the second stage of the second resistor R2, and the decision unit 250 may be connected to the same node. Capacitor C1 can remove noise contained in the sensing signal output by the first stage of the third resistor R3 and the second stage of the second resistor R2. For example, capacitor C1 can protect the decision unit 250 embodied in the microcontroller by removing high-frequency signals contained in the sensing signal.

[0113] The capacitor C1 can be connected to the ground terminal GND1 of the electric vehicle in its second stage.

[0114] Figure 5 is a diagram showing the current flow when the switching unit according to an embodiment of the present invention is in the turn-off state.

[0115] As shown in Figure 5, when the switching element is turned off, the space between the emitter terminal E and the collector terminal C can be electrically opened.

[0116] Consequently, the current I1 formed by the power supply from the first power supply V1 flows through a closed circuit connected to the first resistor R1, the second resistor R2, the third resistor R3, and the capacitor C1. In other words, the current I1 formed by the power supply from the first power supply V1 can not flow into the electric vehicle power supply device. Furthermore, when the switching element is turned off, the space between the emitter terminal E and the collector terminal C is electrically opened, so current I2 can not flow from the electric vehicle power supply device to the sensing unit 210 side. Accordingly, the first port of the electric vehicle power supply device and the second port of the electric vehicle can be electrically isolated.

[0117] Figure 6 is a diagram showing the current flow when the switching unit according to an embodiment of the present invention is in the turn-on state.

[0118] As shown in Figure 6, when the switching element is turned on, the emitter terminal E and the collector terminal C may be electrically short-circuited.

[0119] Consequently, the current generated by the power supply from the first power source V1 flows through a closed circuit that includes not only the first resistor R1, the second resistor R2, the third resistor R3, and the capacitor C1, but also the sixth resistor R6 of the electric vehicle power supply device. In this case, since a closed circuit is formed between the electric vehicle charging controller 200 and the electric vehicle power supply device, an abnormal current may occur, causing a reverse current to flow from the electric vehicle power supply device to the electric vehicle charging controller 200. This can lead to a misjudgment of the connection state between the first port and the second port.

[0120] However, in the embodiment of the present invention, the switching unit 220 is implemented with an NPN type bipolar junction transistor Q1 as the switching element, and the emitter terminal E is connected to the electric vehicle power supply device. Therefore, the reverse current flowing from the electric vehicle power supply device to the electric vehicle charging controller 200 can be efficiently interrupted by the switching unit 220. The reverse voltage interruption of the switching unit 220 implemented with such an NPN type bipolar junction transistor Q1 can have an effect similar to electrical isolation by an optocoupler, and has the advantage of reducing manufacturing costs compared to an optocoupler.

[0121] Figure 7 is a flowchart illustrating the port state determination process using an electric vehicle charging controller according to an embodiment of the present invention.

[0122] The determination unit 250 can determine the connection status between the first port of the electric vehicle power supply device and the second port of the electric vehicle corresponding to the first port based on the sensing signal.

[0123] Specifically, referring to Figure 7, the determination unit 250 can receive a sensing signal from the sensing unit 210 (S710). According to this embodiment, the sensing signal may be an analog signal, and the determination unit 250 may include an analog-to-digital converter (ADC) to convert it into a digital signal.

[0124] The determination unit 250 can compare the sensing signal with a preset voltage range (S720). According to the embodiment, the determination unit 250 can compare the sensing signal, which has been converted into a digital signal, with a preset voltage range. The preset voltage range may include, but is not limited to, a first voltage range to a third voltage range.

[0125] As a result of the comparison, if the magnitude of the sensing signal falls within the first voltage range, the determination unit 250 can determine that a short to ground has occurred in the line connecting the first port and the second port (S730). According to the embodiment, if the magnitude of the sensing signal falls within the first voltage range, the determination unit 250 can determine that the line connecting the first ground terminal on the electric vehicle side and the second ground terminal on the electric vehicle power supply device side has been opened. According to the embodiment, the first voltage range may be in the range of -0.2[V] to 0.2[V].

[0126] Based on the comparison results, if the magnitude of the sensing signal falls within the second voltage range having an average value greater than the average value of the first voltage range, the determination unit 250 can determine that the first port and the second port are connected (S740). In other words, the determination unit 250 can determine that the first port and the second port are properly connected. According to the embodiment, the second voltage range may be in the range of 1.23[V] to 1.51[V].

[0127] As a result of the comparison, if the magnitude of the sensing signal has an average value greater than the average value of the second voltage range but is included in the third voltage range, the determination unit 250 can determine that the connection between the first port and the second port has been broken. For example, if the connection between the connector and the inlet is not made or the switching unit 220 is turned off, the magnitude of the sensing signal may be included in the third voltage range, in which case the determination unit 250 can determine that the first port and the second port are not electrically connected. According to the embodiment, the third voltage range may be in the range of 4.14[V] to 5.08[V]. That is, the first to third voltage ranges may not overlap, but are not limited to this.

[0128] On the other hand, the determination unit 250 can determine that a short circuit to the battery has occurred if the magnitude of the sensing signal falls within the third voltage range while the electric vehicle battery is being charged. For example, if the first port and the second port are determined to be properly connected and the battery is being charged, the determination unit 250 can determine that a short circuit to the battery has occurred if the magnitude of the sensing signal falls within the third voltage range.

[0129] Table 1 below shows the magnitude of the sensing signal depending on the connection status. [Table 1] Table 1 compares the case where the connection status between the first and second ports is determined using a conventional optocoupler (As is) with the case where the connection status between the first and second ports is determined using an embodiment of the present invention (To-be). When using an optocoupler as in the conventional method, the determination unit 250 can determine the connection status based on the presence or absence of a signal received through the optocoupler. Therefore, when using an optocoupler, the determination unit 250 can determine that the first and second ports are not connected when the sensing signal is low level, and that the first and second ports are connected when the sensing signal is high level. However, it is not possible to determine other conditions such as a short circuit on the ground side or a short circuit on the battery side.

[0130] However, the electric vehicle charging controller 200 according to the embodiment of the present invention receives the sensing signal as a voltage value, and each shows a different state depending on the magnitude of the voltage. According to the embodiment, when the sensing signal is 0[V], it falls within the first voltage range of -0.2[V] to 0.2[V], so the determination unit 250 can determine that a ground-side short circuit has occurred. When the sensing signal is 1.37[V], it falls within the second voltage range of 1.23[V] to 1.51[V], so the determination unit 250 can determine that the first port and the second port are connected. When the sensing signal is 4.61[V], it falls within the third voltage range of 4.14[V] to 5.08[V], so the determination unit 250 can determine that the first port and the second port are not connected. Furthermore, if the battery charging detection signal is detected at 4.61[V], it falls within the third voltage range of 4.14[V] to 5.08[V], so the determination unit 250 can determine that a short circuit has occurred on the battery side.

[0131] Figure 8 is a diagram showing the configuration of an electric vehicle charging controller according to one embodiment of the present invention.

[0132] Referring to Figure 8, the electric vehicle charging controller 200 according to an embodiment of the present invention may include a signal generation unit 2210, a switching unit 2220, a voltage distribution unit 2230, a sensing unit 2240, and a determination unit 2250.

[0133] The signal generation unit 2210 can generate a switching signal based on a control signal when the first port of the electric vehicle power supply device and the second port of the electric vehicle are connected. Here, the first port is a port included in the connector on the electric vehicle power supply device side and may represent a proximity detection port on the electric vehicle power supply device side. The second port is a port included in the inlet on the electric vehicle side and may represent a proximity detection port on the electric vehicle side. The first port and the second port can be mechanically and electrically coupled by the coupling of the connector and the inlet. According to one embodiment, the switching unit 2220 can generate a switching element based on the control signal and the power of the power supply when it receives a control signal from a microcontroller built into the electric vehicle side. In this case, the microcontroller may be formed outside the electric vehicle charging controller 200.

[0134] The switching unit 2220 can turn on a switch element connected to one end of the second port via a switching signal. In one embodiment, if the switch is composed of a bipolar junction transistor, the switching unit 2220 can send a switching signal to the base terminal. The switching unit 2220 may include a diode whose cathode terminal is connected to the base terminal of the switch, thereby blocking the reverse voltage (reverse current) applied to the switching unit 2220.

[0135] The voltage distribution unit 2230 can distribute the voltage of the first power supply of the electric vehicle through a plurality of resistors electrically connected to the second port. In this case, the first power supply may be a DC voltage of magnitude 12[V].

[0136] The sensing unit 2240 can sense the voltage distributed by multiple resistors and generate a sensing voltage. The sensing unit 2240 can remove noise signals that may occur during the process of sensing the distributed voltage.

[0137] The determination unit 2250 can determine the connection status with the electric vehicle power supply device based on the voltage value of the sensed voltage.

[0138] The determination unit 2250 can determine that the power supply of the power supply device is short-circuited to ground if the sensing voltage value is 0. However, the sensing voltage value does not necessarily have to be 0; the determination unit 2250 can determine that the power supply of the power supply device is short-circuited to ground if the sensing voltage value is a value corresponding to 0 (for example, a value within a predetermined range including 0[V]).

[0139] The determination unit 2250 can determine that the first port and the second port are not electrically connected if the voltage value of the sensing voltage corresponds to the first reference value. Here, corresponding to the first reference value may mean that the voltage value of the sensing voltage is within a predetermined range that includes the first reference value. For example, the first reference value may be 4.61[V], and corresponding to the first reference value may mean that the voltage value of the sensing voltage is within the range of 4.14 to 5.08[V].

[0140] The determination unit 2250 can determine that the first port and the second port are electrically connected if the sensing voltage value is less than the first reference value. Here, "less than the first reference value" may mean that the sensing voltage value is smaller than the lower limit of a predetermined range that includes the first reference value. For example, the first reference value may be 4.61[V], and "less than the first reference value" may mean that the sensing voltage value is smaller than the lower limit of 4.14[V] in the range of 4.14~5.08[V].

[0141] When an electric vehicle is charging its battery, if the voltage value of the sensed voltage corresponds to the first reference value, the connection state can be determined to be that the electric vehicle's battery is short-circuited.

[0142] Figure 9 is a flowchart of a method for determining the connection status of an electric vehicle charging controller according to one embodiment of the present invention.

[0143] First, the connector of the electric vehicle power supply unit is connected to the inlet of the electric vehicle, thereby connecting the first port of the electric vehicle power supply unit to the second port of the electric vehicle (S905).

[0144] In this case, the electric vehicle charging controller generates a switching signal using the control signal (S910).

[0145] The electric vehicle charging controller turns on a switch element connected to one end of the second port via a switching signal (S915).

[0146] In this case, the electric vehicle charging controller distributes the voltage of the electric vehicle's first power supply through multiple resistors electrically connected to the second port (S920).

[0147] The electric vehicle charging controller then senses the voltage distributed by multiple resistors and generates a sensing voltage (S925).

[0148] The electric vehicle charging controller determines the connection status with the electric vehicle power supply unit based on the voltage value of the sensed voltage and a reference value (S930).

[0149] The electric vehicle charging controller determines that the power supply unit is short-circuited to ground if the sensing voltage value is 0 (S935).

[0150] The electric vehicle charging controller determines that the first port and the second port are not electrically connected if the voltage value of the sensed voltage corresponds to the first reference value (S940).

[0151] The electric vehicle charging controller determines that the first port and the second port are electrically connected if the voltage value of the sensing voltage is less than the first reference value (S950).

[0152] If the connection status with the electric vehicle power supply unit is determined to be the same as in S935 or S940, the electric vehicle charging controller interrupts the charging sequence (S950). The reason for the interruption, i.e., the determination result for S935 or S940, may be transmitted to the electric vehicle power supply unit and may be sent in the form of an alarm message so that the user can recognize it.

[0153] On the other hand, if the same condition as in stage S945 is determined, the electric vehicle charging controller proceeds with charging (S955). According to the embodiment, the electric vehicle charging controller can continue to perform other charging sequences that may be performed before charging, and once all charging sequences are completed, the electric vehicle power supply unit can start charging the electric vehicle battery.

[0154] The electric vehicle charging controller can continuously compare the voltage value of the sensed voltage with a reference value even during the charging process (S960).

[0155] If the sensing voltage value does not correspond to the first reference value while charging is in progress, the electric vehicle charging controller can continue charging until charging is complete (or charging is interrupted, etc.) (S965).

[0156] On the other hand, if the electric vehicle charging controller senses a voltage value that corresponds to a first reference value while the electric vehicle is charging its battery, it determines that the connection state is that the battery is short-circuited (S970).

[0157] In that case, the electric vehicle charging controller interrupts the charging sequence (S950).

[0158] The above description has focused on embodiments, but these are merely illustrative and do not limit the present invention. Those with ordinary skill in the art to which the present invention belongs will understand that a wide variety of modifications and applications not exemplified above are possible, without departing from the essential characteristics of these embodiments. For example, each component specifically shown in the embodiments can be modified and implemented. Differences related to such modifications and applications should be interpreted as being within the scope of the present invention as defined in the attached claims.

Claims

1. When the first port of the electric vehicle power supply device and the second port of the electric vehicle are connected, a signal generation unit generates a switching signal using a control signal. A switching unit that turns on a switch element connected to one end of the second port via the aforementioned switching signal. A voltage distribution unit that distributes the voltage supplied by the first power supply of an electric vehicle by a plurality of resistors electrically connected to the second port, A sensing unit that senses the voltage distributed by the plurality of resistors and generates a sensing voltage, and An electric vehicle charging controller, comprising a determination unit that determines the connection status with the electric vehicle power supply device and the ground short state of the power supply device's power based on the voltage value of the sensing voltage, The aforementioned determination unit determines, before the electric vehicle enters the battery charging process, that the power supply of the supply device has been short-circuited to ground when the detected voltage value is 0. Before the electric vehicle enters the battery charging process, the determination unit determines that the first port and the second port are electrically connected when the voltage value of the sensing voltage is smaller than the first reference value, and starts the battery charging process. The determination unit determines that the electric vehicle's battery has short-circuited when the voltage value of the sensed voltage corresponds to a first reference value while the electric vehicle's battery is being charged, and interrupts the battery charging process. Electric vehicle charging controller.

2. The sensing unit is, A first resistor having a first end connected to the collector terminal of a switch and a second end connected to a first power supply, The first end connected to the collector terminal of the switch and the second resistor connected to the signal output terminal, The electric vehicle charging controller according to claim 1, comprising a third resistor having a first end connected to the second end of the second resistor and a second end connected to the first ground terminal.

3. The unit that makes the determination said, The electric vehicle charging controller according to claim 1, wherein if the voltage value of the sensing voltage corresponds to a first reference value, it is determined that the first port and the second port are not electrically connected.

4. The switching unit is An electric vehicle charging controller according to claim 1, comprising an NPN type bipolar junction transistor.

5. The switching unit also includes a diode having a cathode terminal electrically connected to the base terminal of the switch. The electric vehicle charging controller according to claim 1, wherein the emitter terminal of the switching unit is electrically connected to the second ground terminal of the supply device.

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