KR102216729B1 - Charging apparatus and charging method for electric vehicle - Google Patents

Abstract

The present invention relates to a charging device for an electric vehicle and a charging method for an electric vehicle capable of recharging after a predetermined period of time has elapsed after charging is stopped due to an overcurrent during charging of the electric vehicle.

Description

TECHNICAL FIELD The charging apparatus and charging method for electric vehicles TECHNICAL FIELD

An embodiment of the present invention relates to a charging device for an electric vehicle and a charging method for an electric vehicle, and more particularly, to a charging device for an electric vehicle and a charging method for an electric vehicle with improved charging safety and charging reliability.

In order to prepare for the continuous increase in oil prices and the depletion of fossil fuels, electric vehicles using electric energy instead of automobiles or auto bikes that depend on conventional fossil fuels, and electric vehicles such as electric vehicles or electric motorcycles driven by electric motors Research and commercialization are actively progressing.

In the case of using an electric vehicle, there are many advantages such as improvement of environmental problems due to the relatively low maintenance cost and carbon dioxide reduction effect compared to fossil fuels. Accordingly, the electric vehicle market is gradually being activated in each country, and this trend is gradually expanding.

The electric vehicle can be charged by being connected to a charging device such as a portable charger or a charging stand. Such a charging device may generate an overcurrent during charging by supplying current to an electric vehicle due to the characteristics of an electric product. The occurrence of overcurrent can occur due to malfunction or failure of the electric vehicle or charging device. When an overcurrent occurs during charging of the electric transportation means, the charging device generally cuts off the supply of current to the electric transportation means to stop the charging state of the electric transportation means. Interruption of the charging state due to the occurrence of overcurrent is a measure to prevent damage to the electric vehicle and charging device and damage to humans.However, in the case of stopping the charging state until an overcurrent occurs due to a temporary malfunction of the electric vehicle or charging device. It may be a cause of lowering the charging reliability of the charging device for electric vehicles. Therefore, a solution to this is required.

The main object of an embodiment of the present invention is to provide a charging device for an electric vehicle and a method for charging an electric vehicle with improved charging safety and charging reliability even when an overcurrent occurs.

The charging device for electric transportation means according to an embodiment of the present invention includes at least one charging connection part connected to at least one electric transportation means to charge the electric transportation means; A charging body connected to at least one of the charging connection parts and supplying power to the charging connection part; And a control unit that transmits a first PWM (Pulse Width Modulation) signal to the electric transport means and controls the charging body to supply a current corresponding to the first PWM signal to the electric transport means. And the control unit transmits a second PWM signal having a smaller pulse width than the first PWM signal when the overcurrent is supplied to the electric vehicle for a predetermined period of time, and the second PWM signal is transmitted even after transmitting the second PWM signal. When an overcurrent is detected for a predetermined period of time, the charging main body is controlled to block the supply of current to the electric vehicle, and the pulse width is greater than that of the first PWM signal after the supply of current to the electric vehicle is blocked for a predetermined time It is possible to control the charging main body to supply current to the electric vehicle by transmitting this small third PWM signal.

In the present invention, the control unit checks whether the electric transportation means is connected to the charging connection unit, and when the electric transportation means is connected to the charging connection unit, the first PWM signal can be transmitted to the electric transportation unit. have.

In the present invention, the first PWM signal may have a pulse width of 53.4% or 26.7%.

In the present invention, the second PWM signal or the third PWM signal may have a pulse width of 20%.

In the present invention, the overcurrent may exceed 10% of the current corresponding to the first PWM signal.

In the present invention, the control unit may transmit the second PWM signal to the electric vehicle when it is detected that the overcurrent is continuously supplied to the electric vehicle for 1 second.

In the present invention, when it is detected that the overcurrent is continuously supplied to the electric vehicle for 4 seconds after the second PWM signal is transmitted, the charging main body is controlled to cut off the current supply to the electric vehicle. can do.

In the present invention, the control unit cuts off the supply of current to the electric vehicle for 60 seconds and then transmits the third PWM signal to the electric vehicle to transmit a current corresponding to the third PWM signal to the electric vehicle. It is possible to control the charging body to supply to.

In the present invention, the charging main body unit includes: an earth leakage circuit breaker configured to cut off power by detecting a leakage current in a line connected from the outside or an internal line of the charging main unit; A surge protector for protecting the charging main body from overvoltage generated in the line; A CT sensor disposed on the line and measuring a current flowing through the line; And an electromagnetic contactor that opens and closes a contact point of the line according to a control signal from the control unit. It may include.

In the present invention, the control unit, the PWM signal transmission unit for transmitting a PWM signal to the electric vehicle; An overcurrent detection unit determining whether the measured current of the CT sensor is an overcurrent; And a controller configured to control the charging main body to supply a current corresponding to the PWM signal to the electric transportation means or to block the supply of current to the electric transportation means. It can be provided.

In the present invention, the charging connection unit may be formed of at least one charging outlet.

In the electric transportation means charging method according to an embodiment of the present invention, in the electric transportation means charging method for charging the electric transportation means by supplying current to the electric transportation means connected to the electric transportation means charging device, the electric transportation means Transmitting a first PWM signal to the electric vehicle when the electric vehicle is connected to the charging device for use; Supplying a current corresponding to the first PWM signal to the electric vehicle; Transmitting a second PWM signal having a pulse width smaller than that of the first PWM signal when an overcurrent is supplied to the electric vehicle; Blocking the supply of current to the electric vehicle when the overcurrent is detected for a predetermined time even after transmitting the second PWM signal; And supplying current to the electric vehicle by transmitting a third PWM signal having a pulse width smaller than that of the first PWM signal after cutting off current supply to the electric vehicle for a predetermined time. It can be provided.

In the present invention, the first PWM signal may have a pulse width of 53.4% or 26.7%.

In the present invention, the second PWM signal or the third PWM signal may have a pulse width of 20%.

In the present invention, the overcurrent may exceed 10% of the current corresponding to the first PWM signal.

In the present invention, the second PWM signal may be transmitted to the electric vehicle when it is detected that the overcurrent is continuously supplied to the electric vehicle for 1 second.

In the present invention, the current blocking step may be performed when it is detected that the overcurrent is continuously supplied to the electric vehicle for 4 seconds after the second PWM signal is transmitted.

In the present invention, the step of supplying current by transmitting the third PWM signal may be performed after cutting off the supply of current to the electric vehicle for 60 seconds.

According to an embodiment of the present invention, when the current supply is cut off due to overcurrent during charging of the electric vehicle, charging is not completed due to the occurrence of overcurrent by continuing to cut off the current supply for a certain time and then performing recharging It can be solved.

1 is a block diagram schematically showing a charging device for an electric vehicle according to an embodiment of the present invention.
FIG. 2 is a block diagram showing an example of a control unit of the charging device for an electric vehicle shown in FIG. 1.
3 is a graph for explaining an operation when an overcurrent occurs in the charging device for an electric vehicle shown in FIG. 1.
4 is a flowchart schematically illustrating a method of charging an electric vehicle according to an embodiment of the present invention.

In the present invention, various modifications may be made and various embodiments may be provided. Specific embodiments are illustrated in the drawings and will be described in detail through detailed description. However, this is not intended to limit the present invention to a specific embodiment, and may include all changes, equivalents, or substitutes included in the spirit and scope of the present invention.

In describing the present invention, when it is determined that a detailed description of related known technologies may unnecessarily obscure the subject matter of the present invention, the detailed description may be omitted. In addition, numbers (eg, first, second, etc.) used in the description of the present specification may be an identification symbol for distinguishing one component from another component.

In addition, in the present specification, when one component is referred to as "connected" or "connected" to another component, the one component may be directly connected or directly connected to the other component, but specially As long as there is no opposite substrate, it may be connected or connected via another component in the middle.

Hereinafter, with reference to the accompanying drawings will be described in detail for the implementation of the present invention.

1 is a block diagram schematically showing a charging device for an electric vehicle according to an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an example of a control unit of the charging device for an electric vehicle shown in FIG.

1 and 2, the charging device 100 for an electric vehicle according to an embodiment of the present invention may include a charging body unit 110, a control unit 120, and a charging connection unit 130.

The charging main body 110 is connected to the external power supply 60 through the distribution board 50, and may supply power transmitted from the external power supply 60 to the electric transportation means 10. The external power supply 60 may be a three-phase power supply or a single-phase power supply. When the external power supply 60 is a three-phase power source, the charging body unit 110 may distribute the three-phase power as single-phase power and supply the three-phase power to the electric vehicle 10. As an example, the charging main body 110 may include an earth leakage circuit breaker 111, and a transmission line from an external power source is connected to the earth leakage circuit breaker 111, and when the external power source is a three-phase power supply, the earth leakage circuit breaker 111 ) Can be distributed as single-phase power.

As an embodiment, the charging main body 110 may include an earth leakage circuit breaker 111, a surge protector 112, a CT sensor 113, and an electromagnetic contactor 114.

The earth leakage circuit breaker 111 functions to cut off power by detecting a leakage current in a line connected from an external power source or an internal line of the charging main body 110 in general. In addition, as described above, it is connected to the external power supply 60 through the distribution board 50, and when the external power supply 60 is a 3-phase power supply, the 3-phase power supply may be distributed as a single-phase power supply.

The surge protector 112 is connected to a line of single-phase power distributed to the earth leakage circuit breaker 111 and can protect the charging device 100 from overvoltage generated in the line.

The CT sensor 113 may be disposed on the line to measure the current flowing on the line. The current value measured by the CT sensor 113 is transmitted to the control unit 120, and the control unit 120 may check the amount of power supplied to the electric vehicle 10 through the measured current value. The measured current value may be determined by the controller 120 to be an overcurrent. This will be described later.

The magnetic contactor 114 may open and close a contact point of the line according to a control signal from the controller 120. The electromagnetic contactor 114 may be disposed between the control unit 120 and the charging connection unit 130, and connect or open a line between the control unit 120 and the charging connection unit 130 according to a control signal from the control unit 120 Power to the electric vehicle 10 can be supplied or cut off.

The magnetic contactor 114 may be a relay or a magnetic contactor, for example.

The charging connection unit 130 may have one end connected to a line connected from the electromagnetic contactor 114, and the other end may be directly connected to the electric vehicle 10. The charging connection unit 130 may be formed of at least one charging outlet. The charging outlet may be formed on the outer surface of the charging main body 110. The charging connector (not shown) may connect the charging outlet of the charging main body 110 and the inlet of the electric vehicle 10.

The control unit 120 checks whether the electric vehicle 10 is connected to the charging connection unit 130, and when the electric vehicle 10 is connected to the charging connection unit 130, the first PWM signal is transmitted to the electric vehicle. It is possible to transmit and control the charging body to supply a current corresponding to the first PWM signal. That is, when the control unit 120 transmits the first PWM signal to the electric vehicle 10, the electric vehicle 10 analyzes the first PWM signal to determine the amount of current that the charging device 100 can supply. In addition, the electric vehicle 10 can be charged by drawing current within a range of the amount of current that the charging device 100 can supply. The control unit 120 may control the electromagnetic contactor 114 so that the electric current required by the electric moving means 10 flows to the electric moving means 10.

In more detail, the electric vehicle 10 may determine the supply current of the charging device 100 for the electric vehicle by multiplying the pulse width of the received first PWM signal by 0.6. For example, when the charging device for electric vehicle 100 shown in FIG. 1 is a slow charger, the controller 120 transmits a first PWM signal having a pulse width of 53.4% to the electric vehicle 10, , The electric vehicle 10 calculates the amount of supply current that can be supplied by the electric vehicle charging device 100 by multiplying the pulse width of 53.4% of the first PWM signal by 0.6. That is, approximately 32A, which is the result of multiplying 53.4 by 0.6, is the current that can be supplied by the charging device 100 for an electric vehicle, which is a slow charger, and the electric vehicle 10 supplies 32A from the charging device 100 for an electric vehicle. Can be supplied.

When the charging device 100 for an electric vehicle shown in FIG. 1 is a portable charger, the control unit 120 transmits a first PWM signal having a pulse width of 26.7% to the electric vehicle 10, and the electric vehicle (10) may be supplied from the charging device 100 for electric transportation means about 16A, which is a result of multiplying the pulse width of 26.7% of the first PWM signal by 0.6.

The control unit 120 transmits the first PWM signal to the electric vehicle 10, and as described above, the charging main body 110 so that the current corresponding to the first PWM signal is supplied to the electric vehicle 10. It can be controlled, and it is possible to determine whether an overcurrent is flowing while the current is being supplied.

That is, the controller 120 may receive the current value measured on the line in the charging body unit 110 from the CT sensor 113 and determine whether the current flowing on the line is an overcurrent. As an example, the controller 120 may determine that the overcurrent flows when a current exceeding 10% of the current corresponding to the first PWM signal continues to flow for a predetermined time.

It will be described with reference to FIG. 3 as follows.

3 is a graph for explaining the operation when an overcurrent occurs in a charging device for an electric vehicle, which is a slow charger, and specifically, FIG. 3A is a pulse width (%) of a PWM signal over time (s) 3B is a graph showing the current (A) corresponding to the PWM signal over time (s).

Referring to FIG. 3, when the charging device 100 for an electric vehicle is a slow charger, the controller 120 transmits a first PWM signal having a pulse width of 53.4% to the electric vehicle 10, so that the first PWM The current corresponding to the signal is 32A, and a current of 32A may be supplied to the electric vehicle 10.

However, a current in excess of 32A may flow due to a failure or malfunction of the charging device 100 for the electric vehicle or the electric vehicle 10, and in particular, it corresponds to 110% of the 32A in the line in the charging main body 110. When a current exceeding 35.2A is continuously detected for a predetermined time, the controller 120 may determine that the overcurrent flows.

In addition, when the charging device for electric vehicle 100 is a portable charger, the control unit 120 transmits a first PWM signal having a pulse width of 26.7% to the electric vehicle 10, and thus corresponds to the first PWM signal. The current becomes 16A. When a current exceeding 17.6A corresponding to 110% of 16A in the line in the charging main body 110 is continuously detected for a predetermined period of time, the controller 120 may determine that the overcurrent flows.

The controller 120 may transmit a second PWM signal having a smaller pulse width than the first PWM signal when the overcurrent is supplied to the electric vehicle 10 for a predetermined time.

Referring to FIG. 3, when the first PWM signal having a pulse width of 26.7% is transmitted to the electric vehicle 10, a current I1 other than 32A, which is a current corresponding to the first PWM signal, flows at time t1, The control unit 120 determines whether the current I1 is an overcurrent, and when the current I1 exceeds 10% of the current corresponding to the first PWM signal and the excess current continues for t2-t1 time, the current (I1) can be determined as overcurrent. As an example, when the current exceeding 10% of the current corresponding to the first PWM signal continues for 1 second, the controller 120 may determine the excess current as the overcurrent.

When the overcurrent continues for a predetermined time, the controller 120 may transmit a second PWM signal to the electric vehicle 10. The second PWM signal is a PWM signal whose pulse width is smaller than that of the first PWM signal. As an example, the pulse width of the second PWM signal may be 20%.

The controller 120 transmits a second PWM signal having a pulse width of 20% to the electric vehicle 10, and then checks the current flowing through the line of the charging body unit 110, and transmits the second PWM signal. If the current flowing through the line becomes less than the overcurrent, the state of charge can be maintained. That is, after transmitting the second PWM signal to the electric vehicle 10, if the current 12A corresponding to the second PWM signal having a pulse width of 20% on the line of the charging main body 110 is maintained for a certain period of time, the controller 120 may maintain a state of charge in which a current corresponding to the second PWM signal is supplied to the electric vehicle 10.

However, when the overcurrent is detected for a predetermined period of time even after transmitting the second PWM signal, the controller 120 may control the charging main body 110 to block the supply of current to the electric vehicle 10.

That is, referring to FIG. 3, the overcurrent I1 is maintained for a period of t2-t1, and at t2, the controller 120 transmits a second PWM signal having a pulse width of 20% to the electric vehicle 10 for a period of t3-t2. If the overcurrent I1 continues to flow for a period of time t3-t2 even after transmission, the control unit 120 may send a circuit blocking signal to the electronic contactor 114 to block the supply of current to the electric vehicle 10, According to the circuit blocking signal, the magnetic contactor 114 may open a line to prevent current from being supplied to the electric moving means 10. As an example, when the overcurrent is continuously supplied to the electric transportation means 10 for 4 seconds after the second PWM signal is transmitted, the charging main body 110 to cut off the current supply to the electric transportation means 10 Can be controlled.

The control unit 120 cuts off current supply to the electric vehicle 10 for a predetermined period of time and then transmits a third PWM signal having a pulse width smaller than that of the first PWM signal to supply current to the electric vehicle 10. The charging main body 110 can be controlled. As an example, the controller 120 cuts off the supply of current to the electric vehicle 10 for 60 seconds and then transmits the third PWM signal to the electric vehicle 10 to generate a current corresponding to the third PWM signal. The charging main body 110 may be controlled to supply the electric vehicle 10 to the electric vehicle 10, wherein the third PWM signal may have a pulse width of 20%.

Referring to FIG. 3, after the current interruption to the electric vehicle 10 continues for t4-t3 time, the controller 120 transmits a third PWM signal having a pulse width of 20% to the electric vehicle 10. In addition, the electric vehicle 10 may charge the battery by receiving a current corresponding to the third PWM signal from the charging device 100 for the electric vehicle.

As described above, according to an embodiment of the present invention, an overcurrent exceeding a current corresponding to the first PWM signal occurs while the electric vehicle 10 is connected to the charging device 100 for the electric vehicle and is charged. In this case, the charging state can be maintained by transmitting a second PWM signal whose pulse width is smaller than that of the first PWM signal, rather than immediately stopping the charging state due to the occurrence of an overcurrent. If it continues, the charging state is stopped, the charging state is stopped for a certain period of time, and then a third PWM signal having a pulse width smaller than that of the first PWM signal is transmitted again to resume the charging state. Accordingly, not only protects the electric vehicle 10 and the charging device 100 from overcurrent, but also checks whether the overcurrent state persists in case of an overcurrent due to a temporary malfunction, and resumes the charging state when the overcurrent state is resolved. Charging safety and charging reliability of the charging device 100 for an electric vehicle can be improved.

The control unit 120 may include, for example, a PWM signal transmission unit 121, an overcurrent detection unit 122, and an adjustment unit 123.

The PWM signal transmission unit 121 may transmit a PWM signal to the electric vehicle 10. The PWM signal transmission unit 121 may transmit a PWM signal having a pulse width of 53.4% to the electric vehicle 10 in the case of a slow charger, and the PWM signal having a pulse width of 26.7% in the case of a portable charger. (10) can be sent.

In addition, the PWM signal transmission unit 121 may transmit a second PWM signal having a smaller pulse width than the first PWM signal when the overcurrent is supplied to the electric vehicle 10 for a predetermined time, After the current supply to the moving means 10 is cut off, a third PWM signal having a smaller pulse width than the first PWM signal may be transmitted.

The overcurrent detection unit 122 may determine whether the current flowing through the line of the charging main body 110 is an overcurrent. That is, the overcurrent detection unit 122 may check the current measured by the CT sensor 113 and determine whether the measured current is an overcurrent. The overcurrent detection unit 122 may determine as overcurrent when a current exceeding 10% of the current corresponding to the first PWM signal flows through the line for a predetermined time or longer.

The control unit 123 may control the charging body unit 110 to supply a current corresponding to the PWM signal to the electric vehicle 10 or to block the supply of current to the electric vehicle 10. That is, when the control unit 123 requests a current corresponding to the first PWM signal after the PWM signal transmission unit 121 transmits the first PWM signal to the electric vehicle 10 A control signal may be transmitted to the electronic contactor 114 so that current is supplied to the electric vehicle 10. In addition, when the overcurrent is continuously detected for a predetermined period of time even though the PWM signal transmission unit 121 has transmitted the second PWM signal, the control unit 123 may block the supply of current to the electric vehicle 10 by an electromagnetic contactor ( 114) can be transmitted.

4 is a flowchart schematically illustrating a method of charging an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 4, first, when the electric transportation means 10 is connected to the charging device 100 for electric transportation means, a first PWM signal may be transmitted to the electric transportation means 10. As an example, when the charging device for electric vehicle 100 is a slow charger, the pulse width of the first PWM signal may be 53.4%, and in the case of a portable charger, the pulse width may be 26.7%.

Next, a current corresponding to the first PWM signal may be supplied to the electric vehicle 10. The electric vehicle 10 may determine the supply current of the electric vehicle charging device 100 by multiplying the pulse width of the received first PWM signal by 0.6.

For example, when the charging device for electric vehicle 100 shown in FIG. 1 is a slow charger, the controller 120 transmits a first PWM signal having a pulse width of 53.4% to the electric vehicle 10, , The electric vehicle 10 calculates the amount of supply current that can be supplied by the electric vehicle charging device 100 by multiplying the pulse width of 53.4% of the first PWM signal by 0.6. That is, approximately 32A, which is the result of multiplying 53.4 by 0.6, is the current that can be supplied by the charging device 100 for an electric vehicle, which is a slow charger, and the electric vehicle 10 supplies 32A from the charging device 100 for an electric vehicle. Can be supplied.

When the charging device 100 for electric transportation means is a portable charger, the control unit 120 transmits a first PWM signal having a pulse width of 26.7% to the electric transportation means 10, and the electric transportation means 10 is Approximately 16A, which is a result of multiplying 26.7%, which is the pulse width of 1 PWM signal, by 0.6 may be supplied from the charging device 100 for electric vehicle.

Subsequently, when an overcurrent is supplied to the electric vehicle 10, a second PWM signal having a smaller pulse width than the first PWM signal may be transmitted.

The controller 120 may receive a current value measured on a line in the charging main body 110 from the CT sensor 113 and determine whether the current flowing on the line is an overcurrent.

As an example, the controller 120 may determine that the overcurrent flows when a current exceeding 10% of the current corresponding to the first PWM signal continues to flow for a predetermined time, and when the overcurrent continues for a predetermined time, the controller 120 120 may transmit the second PWM signal to the electric vehicle 10. The second PWM signal is a PWM signal whose pulse width is smaller than that of the first PWM signal. As an example, the pulse width of the second PWM signal may be 20%.

Even after transmitting the second PWM signal, when the overcurrent is detected for a predetermined period of time, the supply of current to the electric vehicle 10 may be blocked. As an example, when the overcurrent is continuously supplied to the electric transportation means 10 for 4 seconds after the second PWM signal is transmitted, the charging main body 110 to cut off the current supply to the electric transportation means 10 Can be controlled.

Next, after cutting off the supply of current to the electric vehicle 10 for a predetermined period of time, a third PWM signal having a smaller pulse width than the first PWM signal may be transmitted to supply the electric current to the electric vehicle 10. As an example, the controller 120 cuts off the supply of current to the electric vehicle 10 for 60 seconds and then transmits the third PWM signal to the electric vehicle 10 to generate a current corresponding to the third PWM signal. The charging main body 110 may be controlled to supply the electric vehicle 10 to the electric vehicle 10, wherein the third PWM signal may have a pulse width of 20%.

The above description is merely illustrative of the technical idea of the present invention, and those of ordinary skill in the art to which the present invention pertains will be able to make various modifications and variations without departing from the essential characteristics of the present invention.

Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but to explain the technical idea, and the scope of the technical idea of the present invention is not limited by these embodiments.

The scope of protection of the present invention should be interpreted by the following claims, and all technical ideas within the scope equivalent thereto should be interpreted as being included in the scope of the present invention.

10: electric vehicle
100: charging device for electric vehicles
110: charging main body
111: earth leakage circuit breaker
112: surge protector
113: CT sensor
114: electromagnetic contactor
120: control unit
121: PWM signal transmitter
122: overcurrent detection unit
123: control unit
130: charging connection

Claims (18)

At least one charging connection unit connected to at least one electric vehicle to charge the electric vehicle;
A charging body connected to at least one of the charging connection parts and supplying power to the charging connection part; And
A control unit that transmits a first PWM (Pulse Width Modulation) signal to the electric transport means and controls the charging body to supply a current corresponding to the first PWM signal to the electric transport means; And,
The control unit transmits a second PWM signal having a pulse width smaller than that of the first PWM signal when the overcurrent is supplied to the electric vehicle for a first predetermined time, and the overcurrent is maintained even after transmitting the second PWM signal. When detected for a second predetermined period of time after a first predetermined time, the charging main body is controlled to block the supply of current to the electric vehicle, and the electric movement for a third predetermined time consecutively after the second predetermined time A charging device for an electric vehicle, characterized in that the charging main body is controlled to supply current to the electric vehicle by transmitting a third PWM signal having a pulse width smaller than that of the first PWM signal after cutting off current supply to the means. . The method of claim 1,
The control unit checks whether the electric transport means is connected to the charging connection unit, and when the electric transport unit is connected to the charging connection unit, the electric transport unit transmits the first PWM signal to the electric transport unit. Means charging device. The method of claim 1,
The first PWM signal has a pulse width of 53.4% or 26.7%. The method of claim 3,
The second PWM signal or the third PWM signal has a pulse width of 20%. The method of claim 1,
The overcurrent is a charging device for electric vehicle, characterized in that more than 10% of the current corresponding to the first PWM signal. The method according to claim 1 or 5,
And the control unit transmits the second PWM signal to the electric vehicle when it is detected that the overcurrent is continuously supplied to the electric vehicle for one second. The method of claim 6,
The control unit controls the charging main body to cut off the supply of current to the electric vehicle when it is detected that the overcurrent is continuously supplied to the electric vehicle for 4 seconds after the second PWM signal is transmitted. A charging device for electric vehicles, characterized in that. The method of claim 7,
The control unit cuts off the supply of current to the electric vehicle for 60 seconds and then transmits the third PWM signal to the electric vehicle to supply a current corresponding to the third PWM signal to the electric vehicle. Charging device for electric vehicle, characterized in that for controlling the main body. The method of claim 1,
The charging body part,
An earth leakage circuit breaker configured to cut off power by sensing a leakage current in a line connected from the outside or an internal line of the charging main body;
A surge protector for protecting the charging main body from overvoltage generated in the line;
A CT sensor disposed on the line and measuring a current flowing through the line; And
An electromagnetic contactor for opening and closing a contact point of the line according to a control signal from the control unit; Charging device for electric vehicle, characterized in that it comprises a. The method of claim 9,
The control unit,
A PWM signal transmitter for transmitting a PWM signal to the electric vehicle;
An overcurrent detection unit determining whether the current measured by the CT sensor is an overcurrent; And
A controller configured to control the charging main body to supply a current corresponding to the PWM signal to the electric transportation means or to block the supply of current to the electric transportation means; Charging device for electric vehicle, characterized in that it comprises a. The method of claim 1,
Charging device for an electric vehicle, characterized in that the charging connection is made of at least one charging outlet. In the electric transportation means charging method for charging the electric transportation means by supplying current to the electric transportation means connected to the electric transportation means charging device,
When the electric transportation means is connected to the charging device for electric transportation means, transmitting a first PWM signal to the electric transportation means;
Supplying a current corresponding to the first PWM signal to the electric vehicle;
Transmitting a second PWM signal having a pulse width smaller than that of the first PWM signal when an overcurrent is supplied to the electric vehicle for a first predetermined time;
Blocking the supply of current to the electric moving means when the overcurrent is detected for a second predetermined time consecutively after the first predetermined time even after transmitting the second PWM signal; And
After the second predetermined time, after cutting off current supply to the electric vehicle for a continuous third predetermined time, a third PWM signal having a pulse width smaller than that of the first PWM signal is transmitted to supply current to the electric vehicle. step; Electric vehicle charging method comprising a. The method of claim 12,
The first PWM signal has a pulse width of 53.4% or 26.7%. The method of claim 13,
The second PWM signal or the third PWM signal has a pulse width of 20%. The method of claim 12,
The overcurrent is an electric vehicle charging method, characterized in that more than 10% of the current corresponding to the first PWM signal. The method of claim 12 or 15,
The second PWM signal is transmitted to the electric vehicle when it is detected that the overcurrent is continuously supplied to the electric vehicle for 1 second. The method of claim 16,
The current blocking step is performed when it is detected that the overcurrent is continuously supplied to the electric vehicle for 4 seconds after the second PWM signal is transmitted. The method of claim 17,
The step of supplying current by transmitting the third PWM signal is performed after cutting off current supply to the electric vehicle for 60 seconds.

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