KR102109925B1 - Driver circuit for an electric vehicle and control method for the same - Google Patents

Abstract

The present invention relates to a driving circuit for an electric vehicle and a control method therefor. The driving circuit according to an embodiment of the present invention is for an electric vehicle having a battery pack and a load. The driving circuit includes: a first contactor having one end connected to a first terminal of the battery pack; And an overcurrent blocking circuit having one end connected to the other end of the first contactor and the other end connected to the first terminal of the load. The overcurrent blocking circuit includes at least two or more fuses. The two or more fuses are connected in series with each other and have different capacities.

Description

DRIVER CIRCUIT FOR AN ELECTRIC VEHICLE AND CONTROL METHOD FOR THE SAME

The present invention relates to a driving circuit for an electric vehicle and a control method thereof, and more particularly, to a driving circuit and method for determining whether a short circuit accident occurs due to an external factor when a fuse is blown by an overcurrent.

In recent years, as the demand for portable electronic products such as laptops, video cameras, and portable telephones has rapidly increased, and development of electric vehicles, energy storage devices, robots, satellites, etc. has started in earnest, in high-performance secondary batteries capable of repeated charging and discharging Korean studies are being actively conducted.

Currently commercially available types of secondary batteries include nickel cadmium batteries, nickel-metal hydride batteries, nickel-zinc batteries, and lithium secondary batteries. Among these, lithium secondary batteries have little memory effect compared to nickel-based secondary batteries, and thus charge / discharge It is spotlighted for its advantages of being free, self-discharge rate is very low, and energy density is high.

Secondary batteries are attracting attention as a new energy source for eco-friendliness and energy efficiency in that they not only generate by-products due to the use of energy, as well as a primary advantage that can dramatically reduce the use of fossil fuels.

Such a secondary battery is also referred to as a unit cell. Meanwhile, a battery module used in an electric vehicle or an energy storage device generally includes a plurality of unit cells and a system for monitoring their status.

Korea Patent Publication No. 10-2015-0110328 (hereinafter referred to as 'prior literature') for an electric vehicle using a battery pack has been disclosed. 1 is a view showing the configuration of a battery current measuring device according to the prior art.

Referring to FIG. 1, the battery current measuring device according to the prior art includes a pre-charge switch 120, a pre-charge resistor 130, and a current measuring resistor 140 located between the battery pack 110 and the load 190. , A first switch 150, a second switch 160, a current measurement unit 170 and a control unit 180.

Although not illustrated in FIG. 1, only one fuse is generally disposed between a battery pack and a load provided in an electric vehicle. Such a fuse serves to protect the battery pack and electrical components electrically connected to it by melting (ie, being blown by heat) when an overcurrent exceeding a predetermined capacity flows.

When a fuse is disposed between the battery pack and the load, it is possible to protect the battery pack and the like to some extent from damage caused by overcurrent. However, since the magnitude of the overcurrent flowing in the event of a short-circuit accident on the load side is much larger than the capacity of the fuse, the electric current connected to the battery pack and of course by the overcurrent flowing into the battery pack before the fuse is completely blown It can cause serious damage to parts.

However, since only one fuse having a predetermined fixed capacity is blown as long as a current exceeding its capacity flows, it is impossible to determine whether the cause of the overcurrent is a short circuit accident due to an external factor. As a result, if the fuse is blown, it is difficult for the user to identify whether the fuse only needs to be replaced or other electrical components as well.

That is, the prior art, including the prior literature, has not been able to suggest a technology that enables the user to recognize whether a short circuit accident occurs due to an external factor.

The present invention has been devised to solve the above problems, and by arranging a plurality of fuses connected in series with each other and having different capacities between the battery pack and the load, whether the cause of overcurrent is caused by a short circuit accident due to external factors. An object of the present invention is to provide a driving circuit for an electric vehicle and a control method for the user to easily identify it.

Other objects and advantages of the present invention can be understood by the following description, and will be more clearly understood by examples of the present invention. In addition, it will be readily appreciated that the objects and advantages of the present invention can be realized by means and combinations thereof.

Various embodiments of the present invention for achieving the above object are as follows.

The driving circuit according to an aspect of the present invention is for an electric vehicle having a battery pack and a load. The driving circuit includes: a first contactor having one end connected to a first terminal of the battery pack; And an overcurrent blocking circuit having one end connected to the other end of the first contactor and the other end connected to the first terminal of the load. The overcurrent blocking circuit includes at least two fuses connected in series with each other and having different capacities.

In addition, the driving circuit may further include a pre-charge module connected in parallel with the first contactor. At this time, the pre-charge module may include a second contactor.

Also, the pre-charge module may further include at least one resistance element connected in series with the second contactor.

The driving circuit may further include a third contactor having one end connected to the second terminal of the battery pack and the other end connected to the second terminal of the load.

In addition, the driving circuit may further include a control unit configured to control the operation of the first contactor.

Preferably, the overcurrent blocking circuit may include a first fuse and a second fuse connected in series with each other. In this case, the capacity of the first fuse may be smaller than the limit current of the first contactor, and the capacity of the second fuse may be configured to be equal to or greater than the limit current of the first contactor.

In addition, the driving circuit may further include a voltage measurement circuit configured to measure a first terminal voltage applied to both ends of the first fuse and a second terminal voltage applied to both ends of the second fuse.

In addition, the control unit may determine whether the first fuse is blown based on the first terminal voltage. Together with or separately, the control unit may determine whether the second fuse is blown based on the second terminal voltage.

According to an embodiment, when determining that at least one of the first fuse and the second fuse is blown, the control unit may output a signal indicating that the fuse should be replaced.

According to an embodiment, when it is determined that both the first fuse and the second fuse are blown, the controller may output a signal indicating that a short circuit accident has occurred in the driving circuit for the electric vehicle.

According to another aspect of the present invention, there is provided an electric vehicle comprising a; driving circuit for the electric vehicle.

According to another aspect of the present invention, a control method of the driving circuit is provided. The control method may include measuring a first terminal voltage applied to both ends of the first fuse; Measuring a second terminal voltage applied to both ends of the second fuse; Determining whether the first fuse is blown based on the first terminal voltage; Determining whether the second fuse is blown based on the second terminal voltage; And outputting a signal indicating that a short circuit accident has occurred in the driving circuit for the electric vehicle when it is determined that both the first fuse and the second fuse are blown.

According to an embodiment of the present invention, by arranging a plurality of fuses connected in series with each other and having different capacities between the battery pack and the load, the user can easily identify whether the cause of the overcurrent is due to a short circuit accident due to external factors. Can help.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

The following drawings attached to this specification illustrate preferred embodiments of the present invention, and serve to further understand the technical idea of the present invention together with the detailed description of the invention described below, and thus the present invention is described in such drawings. It should not be interpreted as being limited to.
1 is a view showing the configuration of a battery current measuring device according to the prior art.
2 is a block diagram showing a functional configuration of an electric vehicle having a driving circuit according to an embodiment of the present invention.
3 shows an example in which an overcurrent flows from the load side to the driving circuit side in the electric vehicle illustrated in FIG. 2.
4 shows another example in which an overcurrent flows from the load side to the driving circuit side in the electric vehicle illustrated in FIG. 2.
5 is a block diagram showing the functional configuration of an electric vehicle 1 having a driving circuit according to another embodiment of the present invention.
6 is a flowchart showing a control method of a driving circuit according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Prior to this, the terms or words used in the present specification and claims should not be construed as being limited to ordinary or lexical meanings, and the inventor appropriately explains the concept of terms in order to explain his or her invention in the best way. Based on the principle that it can be defined, it should be interpreted as meanings and concepts consistent with the technical spirit of the present invention.

Therefore, the embodiments shown in the embodiments and the drawings described in this specification are only the most preferred embodiments of the present invention and do not represent all of the technical spirit of the present invention. It should be understood that there may be equivalents and variations.

In addition, in the description of the present invention, when it is determined that detailed descriptions of related known configurations or functions may obscure the subject matter of the present invention, detailed descriptions thereof will be omitted.

Throughout the specification, when a part “includes” a certain component, this means that other components may be further included, rather than excluding other components, unless otherwise specified. In addition, terms such as <control unit> described in the specification mean a unit that processes at least one function or operation, which may be implemented by hardware or software, or a combination of hardware and software.

In addition, throughout the specification, when a part is "connected" to another part, it is not only "directly connected", but also "indirectly connected" with another element in between. Includes.

Hereinafter, the driving circuit according to an embodiment of the present invention will be described in detail with reference to FIGS. 2 to 6.

2 is a block diagram showing a functional configuration of an electric vehicle 1 having a driving circuit 10 according to an embodiment of the present invention.

Referring to FIG. 2, the electric vehicle 1 includes a battery pack 100, a driving circuit 10, a load 20, voltage output lines 11 to 16 and electric lines 31 to 38. Can be.

In addition, the driving circuit 10 includes a first contactor 210, a second contactor 220, a third contactor 230, a resistor 223, an overcurrent blocking circuit 300 and a control unit 400 can do. Hereinafter, for convenience of description, the overcurrent blocking circuit 300 will be referred to as a “blocking circuit”.

As will be described later, the advantage of the driving circuit 10 is to support the user to easily identify whether a short circuit accident has occurred, according to the fuse state of a plurality of fuses included in the blocking circuit 300. In addition, the driving circuit 10 may perform an algorithm that determines whether a plurality of fuses included in the blocking circuit 300 is fused, and provides information about the need to replace the fuse based on the result of the determination to the user. .

The battery pack 100 is configured to output an operating voltage V _H for operating the load 20. As illustrated, the battery pack 100 may include battery modules 110 and 120 electrically connected in series with each other. In this case, each of the battery modules 110 and 120 may be configured to include at least one unit cell.

The load 20 may include an inverter 21 and an electric motor 22. The inverter 21 may be electrically connected between the first terminal 130 and the second terminal 140 of the battery pack 100 while the connection portions 212 and 232 to be described later are in the closed operation position at the same time. Accordingly, the inverter 21 can supply an operating voltage to the electric motor 22 through the electric line 38. For example, the inverter 21 may convert the DC voltage supplied from the battery pack 100 into an AC voltage and supply it to the electric motor 22.

The control unit 400 is configured to control operation positions of the first contactor 210, the second contactor 220, and the third contactor 230. The control unit 400 may include a microprocessor 410, a memory 420, and at least three voltage output units 431 to 433.

The microprocessor 410 includes, in hardware, application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors ( It can be implemented using at least one of processors, micro-controllers, and electrical units for performing other functions.

The memory 420 may store various data and instructions required for the overall operation of the driving circuit 10. The microprocessor 410 refers to data and instructions stored in the memory 420 to control operating positions of the first contactor 210, the second contactor 220, and the third contactor 230. The signal may be output or a process for determining whether the first contactor 210, the second contactor 220, and the third contactor 230 operate normally may be executed. For example, the memory is a flash memory type, a hard disk type, a solid state disk type, an SDD type, and a multimedia card micro type. , At least one of random access memory (RAM), static random access memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and programmable read-only memory (PROM) It may include a storage medium of the type.

The first voltage output unit 431 outputs a voltage of a predetermined level to the first voltage output line 11 and the second voltage output line 12 in response to a signal provided from the microprocessor 410. Can be. The second voltage output unit 432 may output a voltage of a predetermined level to the third voltage output line 13 and the fourth voltage output line 14 in response to a signal provided from the microprocessor 410. have. The third voltage output unit 433 may output a voltage of a predetermined level to the fifth voltage output line 15 and the sixth voltage output line 16 in response to a signal provided from the microprocessor 410. have.

The first contactor 210 may include a first contactor coil 211 and a first connection portion 212. The first contactor 210 may be electrically connected in series with the battery pack 100, the blocking circuit 300 and the load 20.

Specifically, the first contactor 210 may be connected in series between the first terminal 130 of the battery pack 100 and the first terminal of the load 20. In this case, the first terminal of the battery pack 100 may be a terminal having a relatively higher potential among both terminals of the battery pack 100.

The first terminal 130 of the battery pack 100 may be connected to one end of the first connection portion 212 through the electric line 31. Also, the other end of the first connection portion 212 may be electrically connected to one end of the blocking circuit 300 through the electric line 32. In addition, the other end of the blocking circuit 300 may be electrically connected to the first terminal of the load 20 through the electric line 33.

One end of the first contactor coil 211 may be electrically connected to the first voltage output line 11, and the other end of the first contactor coil 211 may be electrically connected to the second voltage output line 12. .

The control unit 400 may output a voltage of a predetermined level to each of the first voltage output line 11 and the second voltage output line 12 to apply power to the first contactor coil 211. At this time, the level of the voltage output to one end of the first contactor coil 211 through the first voltage output line 11 is the other end of the first contactor coil 211 through the second voltage output line 12 It may be different from the level of the voltage output. The first connection part 212 is in a closed operational position by the current flowing through the first contactor coil 211 to which power is applied. While the first connection portion 212 is in the closed operation position, an electrical connection between the battery pack 100 and the load 20 can be made.

The control unit 400 may stop the output of the voltage to at least one of the first voltage output line 11 and the second voltage output line 12 to cut off power to the first contactor coil 211. When the power of the first contactor coil 211 is cut off, the first connection part 212 becomes an open operational position. While the first connection portion 212 is in the open operating position, electrical separation of the battery pack 100 and the load 20 can be achieved.

Meanwhile, the first contactor 210 may be referred to as a 'main contactor'.

The second contactor 220 may include a second contactor coil 221 and a second connection part 222. The second contactor 220 may be electrically connected in parallel to the first contactor 210.

Specifically, one end of the second connection portion 222 may be electrically connected to the electric line 31 through the electric line 34. Also, the other end of the second connection portion 222 may be electrically connected to the electric line 32 through the resistor 223 and the electric line 35. The resistor 223 may be referred to as a 'pre-charge resistor'.

The driving circuit 10 uses the second contactor 220 and the resistor 223 while the first connection portion 212 is in the open operation position, and the second connection portion 222 is in the closed operation position, so that the load ( Capacitor 21a connected between the first terminal and the second terminal of 20) may be charged. Accordingly, the pre-charge for the capacitor 21a can be made before the first connection portion 212 becomes the closed operation position.

The control unit 400 induces the first connection unit 212 to the closed operation position after the preliminary charging of the capacitor 21a is performed over the target value, so that the battery pack 100 having high voltage is electrically connected to the capacitor 21a. It is possible to reduce the magnitude of the instantaneous inrush current.

One end of the second contactor coil 221 may be electrically connected to the third voltage output line 13, and the other end of the second contactor coil 221 may be electrically connected to the fourth voltage output line 14. .

The control unit 400 may output a voltage of a predetermined level to each of the third voltage output line 13 and the fourth voltage output line 14 to apply power to the second contactor coil 221. At this time, the level of the voltage output to one end of the second contact coil 221 through the third voltage output line 13 is the other end of the second contact coil 221 through the fourth voltage output line 14 It may be different from the level of the voltage output. The second connection part 222 is in a closed operational position by the current flowing through the second contactor coil 221 to which power is applied. While the second connection part 222 is in the closed operation position, electrical connection between the battery pack 100 and the load 20 may be made.

The control unit 400 may stop the output of the voltage for at least one of the third voltage output line 13 and the fourth voltage output line 14 to cut off the power to the second contact coil 221. When the power of the second contactor coil 221 is cut off, current does not flow through the second contactor coil 221, so the second connection unit 222 is in an open operational position. While the second connection part 222 is in the open operating position, electrical separation of the battery pack 100 and the load 20 may be achieved.

Meanwhile, the second contactor 220 may also be referred to as a 'pre-charge contactor'.

The third contactor 230 may include a third contactor coil 231 and a third connection part 232. The third contactor 230 may be electrically connected in series with the battery pack 100 and the load 20. Specifically, one end of the third connection unit 232 may be electrically connected to the second terminal 140 of the battery pack 100 through the electric line 36. Also, the other end of the third connection unit 232 may be electrically connected to the second terminal of the load 20 through the electric line 37.

One end of the third contactor coil 231 may be electrically connected to the fifth voltage output line 15, and the other end of the third contactor coil 231 may be electrically connected to the sixth voltage output line 16. .

The control unit 400 may output a voltage of a predetermined level to each of the fifth voltage output line 15 and the sixth voltage output line 16 to apply power to the third contactor coil 231. At this time, the level of the voltage output to one end of the third contact coil 231 through the fifth voltage output line 15 is the other end of the third contact coil 231 through the sixth voltage output line 16 It may be different from the level of the voltage output. The third connection part 232 is in a closed operational position by the current flowing through the third contactor coil 231 to which power is applied. While the third connection unit 232 is in the closed operation position, electrical connection between the second terminal of the battery pack 100 and the second terminal of the load 20 may be made.

The control unit 400 may stop the output of the voltage to at least one of the fifth voltage output line 15 and the sixth voltage output line 16 to cut off the power to the third contact coil 231. When the power of the third contactor coil 231 is cut off, current does not flow through the third contactor coil 231, so the third connection unit 232 is in an open operational position. While the third connection unit 232 is in the open operation position, electrical separation between the second terminal of the battery pack 100 and the second terminal of the load 20 may be achieved.

Meanwhile, the third contactor 230 may also be referred to as a 'ground contactor'.

The blocking circuit 300 includes at least two fuses. One end of the blocking circuit 300 may be electrically connected to the first contactor 210 through the electric line 32. In addition, the other end of the blocking circuit 300 may be electrically connected to the first terminal of the load 20 through the electric line 33.

At this time, at least two or more fuses included in the blocking circuit 300 may be electrically connected in series. Referring to FIG. 2, it can be seen that each of the first fuse F1 and the second fuse F2 is electrically connected to the electric line 32 and the electric line 34. Although the two fuses included in the blocking circuit 300 are shown in FIG. 2, it is apparent to those skilled in the art that more fuses may be included.

Meanwhile, the first fuse F1 and the second fuse F2 may have different capacities. In other words, the capacity of the first fuse F1 and the capacity of the second fuse F2 may be different. For example, the capacity of the first fuse F1 may be greater than the capacity of the second fuse F2, or conversely, the capacity of the first fuse F1 may be less than the capacity of the second fuse F2. Each of the first fuse F1 and the second fuse F2 is blown when a current equal to or greater than its own capacity is introduced, as described above. Hereinafter, it is assumed that the capacity of the first fuse F1 is smaller than the capacity of the second fuse F2.

3 shows an example in which the overcurrent I1 flows from the load side to the driving circuit side in the electric vehicle illustrated in FIG. 2.

In FIG. 3, it is assumed that the overcurrent I1 is larger than the capacity of the first fuse F1 and smaller than the capacity of the second fuse F2. That is, if the capacity of the first fuse F1 is Ia and the capacity of the second fuse F2 is Ib, the relationship of Ia <I1 <Ib is satisfied.

In addition, the limiting current that the first to third contactors 210, 220, and 230 can withstand without being damaged is greater than the capacity of the first fuse F1 and substantially equal to the capacity of the second fuse F2. I assume. That is, if the limit currents of the first to third contactors 210, 220, and 230 are Ic, the relationship of Ib = Ic is satisfied. Of course, depending on the implementation, it may be configured to satisfy the relationship of Ib> Ic.

Referring to FIG. 3, when the overcurrent I1 flows through the second fuse F2 and the first fuse F1, only the first fuse F1 is blown.

On the other hand, even for a very short time from the time when the overcurrent I1 flows into the first fuse F1 to the time when the first fuse F1 is completely blown, the overcurrent I1 is the same as the first contactor 210 or the like. It can flow to other configurations of the drive circuit 10.

However, as described above, since the limit currents of the first to third contactors 210, 220, and 230 are greater than the overcurrent I1, the first to third contactors 210, 220 due to the overcurrent I1 , 230).

In addition, since only the first fuse F1 of the first fuse F1 and the second fuse F2 is blown, the user may use the battery pack 100 or the first to third contactors 210, 220, 230, and the like. It is easily recognized that replacement of the configuration is unnecessary. In other words, the user can know that the cause of the first fuse F1 to be blown is not due to a short circuit accident, but only the fused first fuse F1 is replaced with a new fuse having the same capacity.

4 shows another example in which the overcurrent I2 flows from the load side to the driving circuit side in the electric vehicle illustrated in FIG. 2.

In contrast to FIG. 3, it is assumed in FIG. 4 that the overcurrent I2 is greater than the capacity of the second fuse F2. That is, if the capacity of the first fuse F1 is Ia and the capacity of the second fuse F2 is Ib, the relationship of Ia <Ib <I2 is satisfied.

In addition, as described above with reference to FIG. 3, it is assumed that the limit currents that the first to third contactors 210, 220, and 230 can withstand without being damaged are Ic.

Referring to FIG. 4, when the overcurrent I2 flows through the second fuse F2 and the first fuse F1, the first fuse F1 as well as the second fuse F2 are blown.

On the other hand, during the time from the time when the first fuse F1 is completely blown to the time when it flows into the first fuse F1 by the overcurrent I2, the overcurrent I2 is driven such as the first contactor 210 It can flow to other configurations of the circuit 10.

However, unlike the overcurrent I1 illustrated in FIG. 3, since the overcurrent I2 is larger than the limit current Ic of the first to third contactors 210, 220, and 230, the first due to the overcurrent I2 It is very likely that the third to third contactors 210, 220, and 230 are damaged.

On the other hand, because the first fuse (F1) and the second fuse (F2) are both blown due to the overcurrent (I2), the user may use the battery pack 100 or the first to third contactors 210, 220, 230, etc. It is easy to recognize that a configuration change is necessary. In other words, the user is due to a short circuit accident because the second fuse (F2) is blown, the fused first fuse (F1) and second fuse (F2), as well as the first to third contactors (210, 220) , 230).

5 is a block diagram showing the functional configuration of an electric vehicle 1 having a driving circuit 10 according to another embodiment of the present invention.

Compared to FIG. 2, the driving circuit 10 shown in FIG. 5 is different only in that it further includes a voltage measuring circuit 500, and thus repeated descriptions of the remaining components will be omitted.

Referring to FIG. 5, the voltage measurement circuit 500 may be configured to measure the first to third voltages A, B, and C, respectively. Specifically, the first voltage (A) represents the difference between the potential of the electric line 32 and the reference point, and the third voltage (C) represents the difference between the potential of the electric line 33 and the potential of the reference point. have. In addition, the second voltage B may indicate a difference between the potential of the common node of the first fuse F1 and the second fuse F2 and the potential of the reference point. Preferably, the reference point may be ground or the second terminal 140 of the battery pack 100.

Also, the voltage measurement circuit 500 may measure voltages applied to both ends of each of the first fuse F1 and the second fuse F2. For example, the voltage measurement circuit 500 may measure the terminal voltage A-B applied to both ends of the first fuse F1 based on the first voltage A and the second voltage B. Also, the voltage measurement circuit 500 may measure the terminal voltage B-C applied to both ends of the second fuse F2 based on the second voltage B and the third voltage C.

The voltage measuring circuit 500 is a signal D representing each of the measured first to third voltages A, B, and C, and terminal voltages applied to both ends of the first fuse F1 and the second fuse F2. ) To the control unit 400. Preferably, the signal D has a binary value format and may be repeatedly output every predetermined period.

The microprocessor 410 may determine whether each of the first fuse F1 and the second fuse F2 is blown based on the signal D.

Specifically, the microprocessor 410 determines the magnitude of the voltage applied across the first fuse F1 based on the signal D, and the first voltage applied across the first fuse F1 is predetermined. When it is more than the reference value, it can be determined that the first fuse F1 is blown.

In addition, the microprocessor 410 determines the magnitude of the voltage applied across the second fuse F2 based on the signal D, and the voltage applied to both ends of the second fuse F2 is a predetermined second reference value. In the above case, it can be determined that the second fuse F2 is blown. At this time, the first reference value and the second reference value may be determined through a prior experiment and stored in the memory 420, and the two may be the same or different.

When determining that at least one of the first fuse F1 and the second fuse F2 is blown, the microprocessor 410 may output a signal indicating that the blown fuse needs to be replaced. For example, the microprocessor 410 may output a signal for inducing the display of information indicating that the first fuse F1 or the second fuse F2 is currently blown to the dashboard of the electric vehicle 1.

Preferably, the microprocessor 410 outputs a signal indicating that a short circuit accident has occurred in the driving circuit 10 for an electric vehicle when it is determined that both the first fuse F1 and the second fuse F2 are blown. can do.

The blocking circuit 300 may be provided in the fuse box of the electric vehicle 1. Accordingly, the user (eg, driver, mechanic) fuses F1, F2 and contact without having to manually check whether the fuses F1 and F2 included in the blocking circuit 300 are melted or not. There is an advantage that it is possible to quickly grasp the possibility of damage to the rotor 210 and whether it needs to be replaced.

6 is a flowchart illustrating a control method of the driving circuit 10 according to an embodiment of the present invention. For convenience of description, it is assumed that the driving circuit 10 includes a first fuse F1 and a second fuse F2 and a voltage measuring circuit 500 measuring their terminal voltages as shown in FIG. 5.

5 and 6, in step S610, the voltage measurement circuit 500 may measure the first terminal voltage applied to both ends of the first fuse F1.

In step S620, the voltage measurement circuit 500 may measure the second terminal voltage applied to both ends of the second fuse F2.

Signals D representing the first and second terminal voltages measured in steps S610 and S620 may be provided to the microprocessor 410. Preferably, steps S610 and S620 may be performed when at least one of the first connection portion 212 and the second connection portion 222 is in a closed operation position.

In step S630, the microprocessor 410 may determine whether the first fuse F1 is blown based on the first terminal voltage. For example, the microprocessor 410 may determine that the first fuse F1 is blown when the first terminal voltage is equal to or greater than the first reference value.

In step S640, the microprocessor 410 may output a signal indicating that the replacement of the first fuse F1 is necessary when it is determined in step S630 that the first fuse F1 is blown.

In step S650, the microprocessor 410 may determine whether the second fuse F2 is blown based on the second terminal voltage. For example, when the second terminal voltage is greater than or equal to the second reference value, the microprocessor 410 may determine that the second fuse F2 is blown.

Preferably, the microprocessor 410 may perform step S650 only when it is determined in step S630 that the first fuse F1 is blown. In other words, before determining whether the second fuse F2 is blown, the microprocessor 410 may determine whether the first fuse F1 is blown. This is because if the first fuse F1 having a capacity smaller than the capacity of the second fuse F2 was not blown by overcurrent, the second fuse F2 would also not be blown.

In step S660, when determining that both the first fuse F1 and the second fuse F2 are blown, the microprocessor 410 may output a signal informing the driving circuit 10 of a short circuit accident.

The embodiment of the present invention described above is not implemented only through an apparatus and a method, and may be implemented through a program that realizes a function corresponding to the configuration of the embodiment of the present invention or a recording medium in which the program is recorded. The implementation can be easily implemented by those skilled in the art to which the present invention pertains from the description of the above-described embodiments.

Although the present invention has been described above by way of limited examples and drawings, the present invention is not limited by this, and will be described below by the person skilled in the art to which the present invention pertains. Of course, various modifications and variations are possible within the equal scope of the claims.

In addition, the present invention described above is a person having ordinary knowledge in the technical field to which the present invention pertains, various substitutions, modifications, and changes are possible within the scope of the technical spirit of the present invention, and the above-described embodiments and attachments It is not limited by the drawings, but all or part of each of the embodiments may be selectively combined to be configured so that various modifications can be made.

1: electric car
10: driving circuit
20: load
100: battery pack
210: first contactor
220: second contactor
230: third contactor
300: overcurrent blocking circuit
400: control
500: voltage measurement circuit

Claims (12)

In the driving circuit for an electric vehicle having a battery pack and a load,
A first contactor having one end connected to the first terminal of the battery pack; And
Includes; one end is connected to the other end of the first contactor, the other end is connected to the first terminal of the load;
The overcurrent blocking circuit,
It includes a first fuse and a second fuse;
The capacity of the first fuse is smaller than the limit current of the first contactor,
The second fuse has a capacity equal to or greater than a limit current of the first contactor. According to claim 1,
And a pre-charge module including a second contactor and connected in parallel with the first contactor. According to claim 2,
The pre-charge module,
And at least one resistor element connected in series with the second contactor. According to claim 3,
And a third contactor having one end connected to the second terminal of the battery pack and the other end connected to the second terminal of the load. According to claim 1,
And a control unit configured to control the operation of the first contactor. delete The method of claim 5,
And a voltage measurement circuit configured to measure a first terminal voltage applied to both ends of the first fuse and a second terminal voltage applied to both ends of the second fuse. The method of claim 7,
The control unit,
Based on the first terminal voltage, it is determined whether or not the first fuse is blown,
A driving circuit for an electric vehicle, based on the second terminal voltage, determining whether the second fuse is blown. The method of claim 8,
The control unit,
When it is determined that at least one of the first fuse and the second fuse is blown, a driving circuit for an electric vehicle that outputs a signal indicating that replacement of the blown fuse is necessary. The method of claim 8,
The control unit,
When it is determined that both the first fuse and the second fuse are blown, a driving circuit for an electric vehicle outputs a signal indicating that a short circuit accident has occurred in the driving circuit for the electric vehicle. The driving circuit for an electric vehicle according to any one of claims 1 to 5 and 7 to 10;
Including, electric vehicle. In the control method of the driving circuit for an electric vehicle according to any one of claims 7 to 10,
Measuring a first terminal voltage applied to both ends of the first fuse;
Measuring a second terminal voltage applied to both ends of the second fuse;
Determining whether the first fuse is blown based on the first terminal voltage;
Determining whether the second fuse is blown based on the second terminal voltage; And
When it is determined that both the first fuse and the second fuse are blown, outputting a signal indicating that a short circuit accident has occurred in the driving circuit for the electric vehicle;
A control method of a driving circuit for an electric vehicle comprising a.

Images