KR102404022B1 - Metering accuracy measurement system for electric vehicle charger and charger for the same - Google Patents

Abstract

An embodiment of the present invention relates to a measurement error measurement system, and a technical problem to be solved is to provide a measurement error measurement system for an electric vehicle charger and an electric vehicle charger for the same. To this end, the present invention provides a metering device installed inside an electric vehicle charger; a reference watt-hour meter installed outside the electric vehicle charger and electrically connected to the metering device; a imaginary load test jig electrically connected between the electric vehicle charger and the reference watt-hour meter; and a power supply unit electrically connected to the metering device, the reference watt-hour meter, and the imaginary load test jig to supply the same voltage and current to the metering device and the reference watt-hour meter, wherein the reference watt-hour meter is between the wattage of the metering device and the wattage of the reference watt-hour meter. Disclosed is an electric vehicle charger metering error measurement system including a metering error calculation unit for calculating an error.

Description

Electric vehicle charger metering error measurement system and electric vehicle charger for the same

An embodiment of the present invention relates to an electric vehicle charger metering error measurement system and an electric vehicle charger for the same.

Electric vehicles are vehicles powered by electricity. They appeared in the late 1880s and were used to transport cars, trucks, and buses. Around the 1920s, in the early days of the automobile industry, when limited mileage was not a problem due to relatively low speeds and recharging of batteries, electric vehicles were particularly urban luxury vehicles, carrying cargo between very close points. It was in competition with the car, a petroleum-fueled car. However, as time went on, it gradually began to be pushed back from competition with petroleum-fueled vehicles due to the problem of recharging the battery. In recent years, interest in electric vehicles has been increasing in each country around the world to reduce carbon dioxide emissions due to environmental pollution. In addition, many efforts are being made to revitalize electric vehicles by establishing infrastructure such as the installation of charging stations for recharging batteries. Although many automobiles are being distributed and operated worldwide, 80% of all vehicles are always in a parked state. Therefore, if the electric vehicle is in a charged state, a very large amount of electricity remains unutilized inside the parked electric vehicle. If the surplus power can be utilized during a time of high power usage and recharged during a time of low power usage, the efficiency of power usage can be greatly maximized. Recently, a smart grid has been in the spotlight in this respect. Smart Grid means an intelligent power grid, and the sensors installed in the power company's integrated control center, power plants, power transmission towers, electric poles, and home appliances interactively exchange real-time information and send and receive power at the optimal time. It refers to a system that can efficiently generate and consume electricity. For example, it is possible to refrain from cooling during the daytime when electricity rates are high, and to run washing machines at night when electricity rates are relatively cheap, and electric vehicles can be charged only at night time. In addition, electricity produced by solar power generation, etc. can be traded through the exchange. The smart grid system, which is considered to be the largest and fastest growing sector of the next-generation eco-friendly technology market, can save more than 10% of the existing power generation. Therefore, it will help to reduce power wastage and reduce global warming if the use of renewable energy becomes practical.

Meanwhile, as electric vehicle chargers have recently been designated as legal meters, the need to install a watt-hour meter inside the charger has emerged to secure metering performance. However, in order to verify the metering performance of the charger as an internationally established watt-hour meter error performance test method for its test method in the watt-hour meter inside the charger, the input/output terminals are connected to apply the voltage and current signals of the watt-hour meter already installed inside. After disassembling and connecting the error test signal line to the terminal, the error measuring terminal of the reference watt-hour meter should be in contact with the main body of the watt-hour meter. In addition, there is a cumbersome problem of restoring the charger connection state after the error precision test.

The above-described information disclosed in the background technology of the present invention is only for improving the understanding of the background of the present invention, and thus may include information that does not constitute the prior art.

An object to be solved according to an embodiment of the present invention is to provide an electric vehicle charger metering error measurement system and an electric vehicle charger for the same. That is, the problem to be solved according to the embodiment of the present invention is a simple and accurate metering device (eg, an electronic watt-hour meter or a watt-hour meter module) that is installed in an electric vehicle charger and measures the amount of power used over time using a standard watt-hour meter. and to provide an electric vehicle charger's imaginary load metering error measurement system that can safely measure the weighing error, and an electric vehicle charger for the same.

An electric vehicle charger metering error measurement system according to an embodiment of the present invention includes a metering device (eg, an electronic watt-hour meter or a watt-hour meter module) installed inside the electric vehicle charger; a reference watt-hour meter installed outside the electric vehicle charger and electrically connected to the metering device; a imaginary load test jig electrically connected between the electric vehicle charger and the reference watt-hour meter; and a power supply unit electrically connected to the metering device, the reference watt-hour meter, and the imaginary load test jig to supply the same voltage and current to the metering device and the reference watt-hour meter, wherein the reference watt-hour meter is between the wattage of the metering device and the wattage of the reference watt-hour meter. It may include a measurement error calculation unit for calculating the error. In this way, the embodiment of the present invention allows the simple and accurate measurement of the error (rate) of the metering device installed in the electric vehicle charger by using the imaginary load test jig, the reference watt-hour meter, and the power supply without an actual electric vehicle.

The electric vehicle charger may further include a charging circuit breaker that blocks an electrical connection between a commercial power input terminal for charging an electric vehicle and the metering device manually or automatically in a measurement error measurement mode. In this way, the embodiment of the present invention prevents the complicated operation of disconnecting/removing or rewiring the electric wiring between the commercial power input terminal and the metering device.

The electric vehicle charger may further include a test voltage current input terminal electrically connecting the power supply unit and the reference watt-hour meter and the metering device in the measurement error measurement mode. In this way, the embodiment of the present invention allows the power supply and the reference watt-hour meter to be electrically connected to and disconnected from the metering device in the electric vehicle charger simply.

The test voltage and current input terminal may be exposed to the outside of the electric vehicle charger. In this way, the embodiment of the present invention allows the power supply and the reference watt-hour meter to be electrically connected to and disconnected from the test voltage current input terminal simply from the outside of the electric vehicle charger.

The test voltage and current input terminals may be covered with a protective cover. In this way, the embodiment of the present invention protects the test voltage and current input terminal from the external environment (mechanical/electrical/chemical impact) when not in use.

The metering device may further include an error pulse output terminal for outputting a metering error pulse proportional to the measured amount of power. In this way, in the embodiment of the present invention, the metering device outputs an electrical signal related to the error so that the reference watt-hour meter can easily process it.

The error pulse output terminal may include an electrical pulse terminal for outputting an electrical pulse signal corresponding to the measurement error or an optical pulse terminal for outputting an optical pulse signal corresponding to the measurement error. In this way, according to the embodiment of the present invention, the metering device outputs an electric pulse signal or an optical pulse signal as a signal related to an error so that the reference watt-hour meter can easily process it.

The error pulse output terminal may be exposed to the outside of the metering device. In this way, the embodiment of the present invention makes it simple to electrically connect and disconnect the reference watt-hour meter from the outside of the metering device.

The error pulse output terminal may be exposed to the outside of the electric vehicle charger. In this way, the embodiment of the present invention allows the simple electrical connection and disconnection of the reference watt-hour meter from the outside of the electric vehicle charger.

The error pulse output terminal may be covered with a protective cover. In this way, the embodiment of the present invention allows the error pulse output terminal to be safely protected from the external environment when not in use.

The optical pulse terminal may be covered with a transparent protective cover. In this way, the embodiment of the present invention allows the reference watt-hour meter to receive an optical signal from the optical pulse terminal without removing the protective cover.

The reference watt-hour meter may further include an error pulse input terminal for receiving an output signal from the error pulse output terminal. In this way, the embodiment of the present invention allows the reference watt-hour meter to easily receive an error pulse from the metering device.

The error calculator may calculate a measurement error by comparing the number of pulses input through the error pulse input terminal with the number of reference pulses for a preset reference time. In this way, the embodiment of the present invention allows the reference watt-hour meter to easily calculate the error rate by receiving the pulse signal from the metering device.

In the power supply unit, when the electrical connection between the commercial power input terminal and the metering device is cut off by the charging breaker and the reference watt-hour meter and the metering device are electrically connected by the test voltage current input terminal, the same voltage is applied to the metering device and the reference watt-hour meter and current may be supplied. In this way, the embodiment of the present invention allows the power supply and the reference watt-hour meter and the metering device to be electrically connected and disconnected by the operation of the charging breaker.

An electric vehicle charger according to an embodiment of the present invention includes a commercial power input terminal for inputting commercial power to charge an electric vehicle; a metering device connected to the commercial power input terminal to measure the amount of power in the electric vehicle charging mode; a charging circuit breaker that manually or automatically cuts off the electrical connection between the commercial power input terminal and the weighing device in the weighing error measurement mode; and a test voltage and current input terminal electrically connecting the power supply unit and the reference watt-hour meter and the metering device in the measurement error measurement mode. In this way, the embodiment of the present invention makes it simple to measure the error of the metering device of the electric vehicle charger through the charging breaker and the test voltage and current input terminal.

The test voltage and current input terminal may be exposed outside the main body of the electric vehicle charger. In this way, the embodiment of the present invention simply measures the error of the metering device by using the test voltage and current input terminal.

The test voltage and current input terminals may be covered with a protective cover. In this way, the embodiment of the present invention protects the test voltage and current input terminal from the external environment (mechanical/electrical/chemical impact) when not in use.

An electric vehicle charger according to an embodiment of the present invention includes a commercial power input terminal for inputting commercial power to charge an electric vehicle; a metering device connected to the commercial power input terminal to measure the amount of power in the electric vehicle charging mode; a charging circuit breaker that manually or automatically cuts off the electrical connection between the commercial power input terminal and the weighing device in the weighing error measurement mode; and an error pulse output terminal for outputting a metering error pulse proportional to the amount of power measured from the metering device in the metering error measurement mode. In this way, the embodiment of the present invention makes it simple to measure the error of the metering device of the electric vehicle charger through the charge breaker and the error pulse output terminal.

The error pulse output terminal may include an electrical pulse terminal for outputting an electrical pulse signal corresponding to the measurement error pulse or an optical pulse terminal for outputting an optical pulse signal corresponding to the measurement error pulse. In this way, according to the embodiment of the present invention, the metering device outputs an electric pulse signal or an optical pulse signal as a signal related to an error so that the reference watt-hour meter can easily process it.

The error pulse output terminal may be exposed to the outside of the metering device. In this way, the embodiment of the present invention allows the reference watt-hour meter to be easily connected to the metering device by using the error pulse output terminal.

The error pulse output terminal may be exposed outside the main body of the electric vehicle charger. In this way, the embodiment of the present invention allows the reference watt-hour meter to be easily connected to the main body of the electric vehicle charger by using the error pulse output terminal.

The error pulse output terminal may be covered with a protective cover. In this way, the embodiment of the present invention allows the error pulse output terminal to be safely protected from the external environment when it is not in use.

The error pulse output terminal may be covered with a transparent protective cover. The optical pulse output terminal may be covered with a transparent protective cover. In this way, the embodiment of the present invention allows the reference watt-hour meter to receive the optical pulse signal from the error pulse output terminal without removing the protective cover.

An embodiment of the present invention provides an electric vehicle charger metering error measurement system and an electric vehicle charger for the same. That is, in the embodiment of the present invention, a metering device (eg, an electronic watt-hour meter or a watt-hour meter module) that is installed in an electric vehicle charger and measures the amount of electricity used over time is simply, accurately and safely measured by using a reference watt-hour meter. We provide a system for measuring error in imaginary load weighing of an electric vehicle charger that can do this, and an electric vehicle charger for the same.

1 is a block diagram illustrating a concept of evaluating an error of a metering device using a reference watt-hour meter.
2 is a block diagram illustrating the concept of an electric vehicle charger metering error measurement system according to an embodiment of the present invention.
3 is a block diagram illustrating the concept of an electric vehicle charger metering error measurement system according to an embodiment of the present invention.
4 is a block diagram illustrating the configuration of an electric vehicle charger metering error measurement system according to an embodiment of the present invention.
5 is a schematic diagram illustrating an example of a test voltage and current input terminal in an electric vehicle charger according to an embodiment of the present invention.
6 is a schematic diagram illustrating an example of an error pulse output terminal in an electric vehicle charger according to an embodiment of the present invention.
7 is a schematic diagram illustrating an example of an error pulse output terminal of an electric vehicle charger 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.

Examples of the present invention are provided to more completely explain the present invention to those of ordinary skill in the art, and the following examples may be modified in various other forms, and the scope of the present invention is as follows It is not limited to an Example. Rather, these examples are provided so that this disclosure will be more thorough and complete, and will fully convey the spirit of the invention to those skilled in the art.

In addition, in the following drawings, the thickness or size of each layer is exaggerated for convenience and clarity of description, and the same reference numerals in the drawings refer to the same elements. As used herein, the term “and/or” includes any one and all combinations of one or more of those listed items. In addition, in the present specification, "connected" means not only when member A and member B are directly connected, but also when member A and member B are indirectly connected with member C interposed between member A and member B. do.

The terminology used herein is used to describe specific embodiments, not to limit the present invention. As used herein, the singular form may include the plural form unless the context clearly dictates otherwise. Also, as used herein, “comprise, include” and/or “comprising, including” refer to the referenced shapes, numbers, steps, actions, members, elements, and/or groups thereof. It specifies the presence and does not exclude the presence or addition of one or more other shapes, numbers, movements, members, elements and/or groups.

Although the terms first, second, etc. are used herein to describe various members, parts, regions, layers and/or parts, these members, parts, regions, layers, and/or parts are limited by these terms so that they It is self-evident that These terms are used only to distinguish one member, component, region, layer or portion from another region, layer or portion. Accordingly, a first member, component, region, layer, or portion described below may refer to a second member, component, region, layer or portion without departing from the teachings of the present invention.

In addition, the present invention discloses various embodiments, which may be configured alone or any of the embodiments may be configured in combination.

In addition, the control unit, metering device, reference watt-hour meter and/or other related devices or components according to the present invention may use any suitable hardware, firmware (eg, application specific semiconductor), software, or any suitable combination of software, firmware and hardware. can be implemented. For example, various components of the control unit, metering device, reference watt-hour meter and/or other related devices or parts according to the present invention may be formed on one integrated circuit chip or on separate integrated circuit chips. In addition, the various components of the control unit, metering device, and reference watt-hour meter may be implemented on a flexible printed circuit film, and may be formed on a tape carrier package, a printed circuit board, or the same substrate as the control unit, metering device, and reference watt-hour meter. can In addition, various components of the control unit, the metering device, and the reference watt-hour meter may be processes or threads executing on one or more processors in one or more computing devices, which may be computer programs to perform various functions mentioned below. It can execute commands and interact with other components. The computer program instructions are stored in a memory that can be executed in a computing device using a standard memory device, such as, for example, a random access memory. The computer program instructions may also be stored in other non-transitory computer readable media such as, for example, a CD-ROM, flash drive, and the like. In addition, those skilled in the art related to the present invention will know that the functions of various computing devices are combined with each other, integrated into one computing device, or the functions of a specific computing device are one or more other computing devices without departing from the exemplary embodiments of the present invention. It should be recognized that they can be distributed among

1 is a block diagram illustrating a concept of evaluating an error of a metering device using a reference watt-hour meter.

As shown in FIG. 1 , the error measuring system 100 ′ may include a power supply 110 , a power meter 12 (or Equipment Under Test), and a reference power meter 130 connected in parallel to each other.

Here, the power supply 110 may supply a precise voltage and current to the watt-hour meter 12 and the reference watt-hour meter 130 at the same time. The watt-hour meter 12 further adds an error pulse output terminal 121 such as a pulse terminal and/or an LED terminal for outputting a pulse for error measurement proportional to the power (power) input from the power supply 110 for the error precision test may include In addition, the reference watt-hour meter 130 may further include an error pulse input terminal 131 such as a light receiving sensor that receives an output signal from the error pulse output terminal 121 . In addition, the reference watt-hour meter 130 precisely measures the voltage and current from the power supply unit 110 and compares it with the output signal (eg, pulse signal) of the watt-hour meter 12, which is the product under test, to determine the final error (rate) It may further include a measurement error calculation unit (not shown) that can do this.

2 is a block diagram illustrating the concept of the electric vehicle charger metering error measurement system 100 according to an embodiment of the present invention.

As the electric vehicle charger 140 is designated as a legal meter, a metering device 120 such as an electronic watt-hour meter or a watt-hour meter module is installed in the main body 140A of the electric vehicle charger 140 to secure metering performance.

However, in order to verify the metering performance of the electric vehicle charger 140 by the internationally established method for testing the error performance of the metering device, it is already installed inside the main body 140A and applies voltage and current to the metering device 120 . After disconnecting and disassembling the wiring of the power input terminal, and connecting the error test wiring to the commercial power input terminal 141 , the error measurement terminal of the reference watt-hour meter 130 , that is, the error pulse input terminal 131 , is connected to the metering device 120 . ) should be coupled to the error pulse output terminal 121 of

In addition, after the error precision test, for normal use of the charger, the above-described wiring connection state should be restored to the original connection state.

3 is a block diagram illustrating the concept of an electric vehicle charger metering error measurement system 100 according to an embodiment of the present invention.

As shown in FIG. 3 , the electric vehicle charger metering error measurement system 100 according to an embodiment of the present invention may include a power supply unit 110 , a metering device 120 , and a reference watt-hour meter 130 connected in parallel to each other. have. Here, the metering device 120 may be installed in the main body 140A of the charger 140 . In some examples, the error pulse output terminal 121 of the metering device 120 may be exposed to the outside of the main body 140A. As such, data output from the error pulse output terminal 121 exposed to the outside of the main body 140A may be transmitted to the reference watt-hour meter 130 through the error pulse input terminal 131 .

4 is a block diagram illustrating the configuration of an electric vehicle charger metering error measurement system 100 according to an embodiment of the present invention.

As shown in FIG. 4 , the electric vehicle charger measurement error measurement system 100 according to an embodiment of the present invention includes a power supply unit 110 , a metering device 120 , a reference watt-hour meter 130 , and a test jig for imaginary load 160 . may include Here, the metering device 120 is installed inside the electric vehicle charger 140, and the configuration of the electric vehicle charger 140 will be described as follows.

The electric vehicle charger 140 includes a main body 140A that protects various components from the external environment, and in addition to the metering device 120 inside the main body 140A, a commercial power input terminal 141, a parking breaker 142, A DC power supply unit 143 , a control unit 144 , a display unit 145 , and a communication unit 146 may be installed. Of course, the charging cable 147 extending a predetermined length to the outside of the main body 140A may be connected to the metering device 120 . In addition, the electric vehicle charger 140 may further include a charging circuit breaker 148 and a test voltage and current input terminal 149 . In addition, the electric vehicle charger 140 may further include a DC converter 143d connected between the parking breaker 142 and the charging circuit breaker 148 in preparation for charging the electric vehicle with direct current.

For example, commercial AC 220V power may be supplied through the commercial power input terminal 141 , which is supplied to the electric vehicle (AC charging) through the parking breaker 142 , the metering device 120 and the charging cable 147 . ) can be Here, the charge breaker 148 may be electrically connected between the main breaker 142 and the metering device 120 . Of course, when the electric vehicle is charged with DC, through the commercial power input terminal 141, the parking breaker 142, the DC converter 143d, the charge breaker 148, the metering device 120 and the charging cable 147 DC power may be supplied (DC charging) to the electric vehicle.

In some examples, the charging breaker 148 blocks (opens) the electrical connection between the commercial power input terminal 141 for charging the electric vehicle and the metering device 120 manually or automatically in the measurement error measurement mode of the electric vehicle charger 140 . )can do. In some examples, in the measurement error measurement mode, the charging breaker 148 automatically cuts off (opens) the electrical connection between the commercial power input terminal 141 and the metering device 120 by the control signal of the control unit 144. can To this end, the charge circuit breaker 148 may include a solenoid, a bipolar transistor, a power MOS FET (metal oxide semi-conductor field effect transistor), or an IGBT (Insulated gate bipolar transistor) operated in response to a control signal from the controller 144 . have.

The DC power supply unit 143 may step-down the power from the power input terminal 141 to a predetermined level, convert it into DC, and supply it to the control unit 144 , the display unit 145 , and the communication unit 146 . In some examples, the DC power supply 143 may include a switched mode power supply (SMPS). The control unit 144 may control the display unit 145 , the communication unit 146 , and/or the charging circuit breaker 148 , etc. by operating according to a program input in advance.

In some examples, the control unit 144 controls the entire charger to supply (charge) an appropriate AC and/or DC power to the electric vehicle, and displays the amount of charge and charge through the display unit 145, and also the communication unit Through (146), predetermined information is exchanged with the electric vehicle.

The test voltage and current input terminal 149 may electrically connect the power supply 110 , the reference watt-hour meter 130 , and the metering device 120 in the measurement error measurement mode.

In some examples, in the measurement error measurement mode, the test voltage and current input terminal 149 electrically connects the power supply 110 and the reference watt-hour meter 130 to the metering device 120 automatically by a control signal from the controller 144 . In order to be connected, a solenoid operated by a control signal of the controller 144 , a bipolar transistor, a power metal oxide semi-conductor field effect transistor (MOSFET), or an insulated gate bipolar transistor (IGBT) may be further included.

In this way, when measuring the error of the metering device 120 , the electrical connection state between the commercial power input terminal 141 and the metering device 120 and/or the power supply unit 110 and the reference watt-hour meter 130 and the metering device 120 . ) can be simply changed, so that the error measurement of the metering device 120 can be easily performed.

In some examples, the charging breaker 148 and/or the test voltage and current input terminal 149 are exposed to the outside of the body 140A of the electric vehicle charger 140 so that they are simply turned on/off (closed) manually by the user. /open) and can be wired/unwired. In some examples, the charging circuit breaker 148 and/or the test voltage and current input terminal 149 may be covered with a protective cover to prevent penetration of external dust, foreign matter, or the like. Of course, as described above, the charging circuit breaker 148 and/or the test voltage and current input terminal 149 may be automatically turned on/off (closed/opened) by a control signal of the controller 144 .

Meanwhile, the error pulse output terminal 121 of the metering device 120 may output a pulse for measuring an error related to (proportional to) the amount of measured electric power from the metering device 120 in the metering error measuring mode. In some examples, the error pulse output terminal 121 is an electrical pulse terminal for outputting an electrical pulse signal corresponding to (in proportion to) the pulse for error measurement and/or an optical pulse outputting an optical pulse signal corresponding to the pulse for measuring the error It may include a terminal. Also, in some examples, the error pulse output terminal 121 may be exposed to the outside of the metering device 120 . That is, the error pulse output terminal 121 may be installed inside the main body 140A. Also, in some examples, the error pulse output terminal 121 may be exposed to the outside of the main body 140A of the electric vehicle charger 140 . That is, the error pulse output terminal 121 connected from the metering device 120 through a wire may be exposed to the outside of the main body 140A of the electric vehicle charger 140 . Also, in some examples, the error pulse output terminal 121 may be covered with a protective cover. Also, in some examples, the protective cover is a transparent cover, through which the optical signal from the optical pulse terminal can be easily transmitted to the outside of the main body 140A.

The reference watt-hour meter 130 may be installed outside the electric vehicle charger 140 and may be electrically connected between the metering device 120 , the imaginary load test jig 160 , and the power supply unit 110 .

In some examples, the power supply 110 may be connected (connected) to the test voltage current input terminal 149 through the first wirings 151i and 151v. Of course, the test voltage and current input terminal 149 may be connected (connected) to the wiring between the charging breaker 148 and the metering device 120 through other wirings 154i and 154v. Accordingly, the voltage v and the current i by the power supply 110 may be supplied to the metering device 120 through the test voltage and current input terminal 149 .

In some examples, the power supply 110 may be connected to the reference watt-hour meter 130 through the second wire 152i. Accordingly, the current i by the power supply 110 may be supplied to the reference watt-hour meter 130 . Here, the reference watt-hour meter 130 may sense a current flowing through the second wiring 152i through the current sensor 132 .

In some examples, the reference watt-hour meter 130 may be electrically connected to the imaginary load test jig 160 through the third wirings 153i and 153v. For example, the third wirings 153i and 153v may be electrically connected to the terminal 162 of the imaginary load test jig 160 . Accordingly, the reference watt-hour meter 130 may receive current and voltage from the imaginary load test jig 160 through the third wirings 153i and 153v. Here, the second and third wirings 152i and 153i may be connected to each other.

In some examples, the reference watt-hour meter 130 may include an error pulse input terminal 131 that receives an output signal from the error pulse output terminal 121 . Like the error pulse output terminal 121 , the error pulse input terminal 131 also inputs an electrical pulse input terminal that receives an electrical pulse signal corresponding to a pulse for error measurement and/or an optical pulse signal corresponding to a pulse for error measurement It may include a receiving light pulse input terminal.

In some examples, the error pulse input terminal 131 of the reference watt-hour meter 130 and the error pulse output terminal 121 of the metering device 120 may be electrically connected to each other and/or may be optically connected to each other.

Here, the above-described reference watt-hour meter 130 refers to a device capable of measuring the amount of electricity with optimum accuracy and stability in a generally managed laboratory environment, and the above-described metering device 120 is the amount of electricity used over time. As a device for measuring , it may mean a device having lower accuracy and stability compared to the reference watt-hour meter 130 . That is, the error rate of the metering device 120 is measured using the reference watt-hour meter 130 with high accuracy and stability. Meanwhile, the electric vehicle herein may include a pure electric vehicle and a plug-in hybrid electric vehicle.

The imaginary load test jig 160 may be electrically connected between the power supply 110 , the metering device 120 , and the reference watt-hour meter 130 . In some examples, the imaginary load test jig 160 is a connector 161 to which the charging cable 147 extending from the main body 140A of the charger 140 is connected, and the reference watt-hour meter 130 and the power supply unit 110. It may include a terminal 162 to which it is connected. As described above, the reference watt-hour meter 130 and the power supply unit 110 may be electrically connected to the terminal 163 of the imaginary load test jig 160 through the second and third wires 152i and 153i. Also, the reference watt-hour meter 130 may be electrically connected to the terminal 163 of the imaginary load test jig 160 through the third wiring 153v.

In some examples, the test jig 160 for an imaginary load may further include a control pilot 163 , through which the amount of power consumed by the test jig 160 for an imaginary load may be controlled. That is, the imaginary load test jig 160 takes over the role of the electric vehicle.

In some examples, the power supply 110 provides the same voltage (parallel configuration) and the same current (series) to the metering device 120 and the reference watt-hour meter 130 through the first wirings 151i and 151v and the second wiring 152i. configuration) is supplied. In addition, the reference watt-hour meter 130 may further include an error calculator 133 , which counts the pulses generated by the metering device 120 and the reference watt-hour meter 130 for the same time, so that the electric vehicle charger, that is, the metering device The error (rate) of (120) can be measured.

Here, in the measurement error measurement mode, as described above, the charging breaker 148 cuts off the electrical connection between the commercial power input terminal 141 and the metering device 120 , and the power supply unit 110 connects the metering device 120 with the This may be performed when the same voltage and current are supplied to the reference watt-hour meter 130 .

5 is a schematic diagram illustrating an example of a test voltage and current input terminal 149 of an electric vehicle charger according to an embodiment of the present invention. As shown in FIG. 5 , the test voltage and current input terminal 149 may be exposed to the outside through the main body 140A of the electric vehicle charger. However, since the test voltage and current input terminal 149 is covered with the protective cover 141B, contamination by external foreign substances can be prevented.

6 is a schematic diagram illustrating an example of an error pulse output terminal 121 in an electric vehicle charger according to an embodiment of the present invention. As shown in FIG. 6 , the error pulse output terminal 121 of the metering device 120 may be directly installed in the metering device 120 . That is, the error pulse output terminal 121 may be located inside the main body 140A of the electric vehicle charger 140 . Accordingly, the error pulse output terminal 121 can be safely protected from the external environment.

7 is a schematic diagram illustrating an example of an error pulse output terminal 121 of an electric vehicle charger according to an embodiment of the present invention. 7 , the error pulse output terminal 121 of the metering device 120 may be exposed to the outside through the main body 140A of the electric vehicle charger 140 . Of course, the metering device 120 and the error pulse output terminal 121 may be connected through wiring. In addition, the error pulse output terminal 121 may be exposed to the outside of the main body 140A through a protective cover 140C, for example, a transparent protective cover. Accordingly, when the error pulse output terminal 121 is an optical pulse output terminal, the optical pulse signal can be easily transmitted to the outside.

Hereinafter, a measurement error measurement method using the electric vehicle charger measurement error measurement system 100 according to an embodiment of the present invention will be described. Here, the order of the following measuring methods may be variously changed, and the present invention is not limited to the order described below.

(1) By manually or automatically operating (tripping or opening) the charging circuit breaker 148, the electrical connection between the commercial power input terminal 141 for charging the electric vehicle and the metering device 120 is cut off. Here, the manual meaning means that the charging circuit breaker 148 is operated (tripped or opened) by the user. In addition, the automatic meaning means that the charging circuit breaker 148 is operated (tripped or opened) by the control signal of the controller 144 . In other words, when the electric vehicle charger 140 enters the measurement error measurement mode, the control unit 144 may automatically operate (trip, open) the charging circuit breaker 148 according to a pre-programmed sequence.

(2) The power supply 110 and the test voltage and current input terminal 149 provided in the electric vehicle charger 140 are electrically connected to each other using the first wirings 151i and 151v. In some examples, by manually or automatically turning on (closing) the test voltage and current input terminal 149 , the power (voltage and current) of the power supply 110 is transferred to the metering device 120 through the first wirings 151i and 151v. ) to be supplied.

(3) The error pulse output terminal 121 connected to the metering device 120 and the error pulse input terminal 131 connected to the reference watt-hour meter 130 are electrically and/or optically connected to each other. In some examples, when an electrical pulse signal is output through the error pulse input terminal 131 , the error pulse output terminal 121 and the error pulse input terminal 131 so that the electrical pulse signal is inputted through the error pulse input terminal 131 . are electrically connected to each other. In some examples, when the optical pulse signal is output through the error pulse input terminal 131 , the error pulse output terminal 121 and the error pulse input terminal 131 so that the optical pulse signal is inputted through the error pulse input terminal 131 are optically connected to each other.

(4) The power supply 110 and the reference watt-hour meter 130 are electrically connected to each other using the second wiring 152i. In addition, the terminals 162 of the reference watt-hour meter 130 and the imaginary load test jig 160 are electrically connected to each other using the third wirings 153i and 153v. In addition, the charging cable 147 of the electric vehicle charger 140 is connected to the connector 161 of the imaginary load test jig 160 .

(5) The voltage and current are supplied to the metering device 120 from the power supply unit 110 through the first wirings 151i and 151v, and the current is supplied to the reference watt-hour meter 130 through the second wiring 152i. make it possible In addition, the voltage and current from the imaginary load test jig 160 are input to the reference watt-hour meter 130 through the third wirings 153i and 153v. That is, an actual charging operation is simulated through the imaginary load test jig 160 .

(6) The error calculation unit 133 of the reference watt-hour meter 130 compares the watt-hour of the metering device 120 input through the error pulse input terminal 131 with the watt-hour of the reference watt-hour meter 130 with each other, and the error (rate) to calculate

In some examples, the error calculator of the reference watt-hour meter 130 compares the number of pulses input through the error pulse input terminal 131 with the number of reference pulses for a preset time to calculate the metering error (rate) in the following way. have.

In some examples, the percentage error can be expressed by the following equation.

Here, the amount of power displayed on the electric vehicle charger means the amount of power displayed on the metering device 120 , and the amount of actual power means the amount of power displayed on the reference watt-hour meter 130 .

In addition, since the amount of power of the metering device 120 and the amount of power of the reference power meter 130 are expressed in the number of pulses, they are expressed by the following equations.

Here, δW _dut means the charging watt-hour error (%), N _act means the number of pulses generated from the reference watt-hour meter 130, and N _nom means the expected number of pulses generated from the reference watt-hour meter 130 for the same time do.

N _nom may be calculated by the following equation.

N _dut is the number of pulses generated by the electric vehicle charger (ie, the metering device 120), f _nom is the frequency generated in proportion to the power in the reference watt-hour meter 130, m is the constant of the reference watt-hour meter 130 (eg : single phase - 1, 3 phase - 3), U _r is the voltage supplied to the reference watt-hour meter 130, I _r is the current supplied to the reference watt-hour meter 130, C _m is the electric vehicle charger (ie, metering the instrument constant (pulse/kWh) of the device 120).

In this way, the error calculator may calculate the error (rate) of the metering device 120 using the number of pulses input from the metering device 120 of the electric vehicle charger and the number of pulses received from the reference watt-hour meter 130 .

(7) On the other hand, when the error rate calculation for the metering device 120 is completed in this way, the first wirings 151i and 151v are disconnected (or turned off (opened)) from the test voltage and current input terminal 149 to power the The voltage and current by the supply unit 110 are not supplied to the metering device 120 , and the charger circuit breaker 148 is operated (closed) to supply power by the commercial power input terminal 141 to the metering device 120 . By doing so, the electric vehicle charger 140 is in a state capable of charging an actual electric vehicle.

In this way, an embodiment of the present invention provides an electric vehicle charger metering error measurement system and an electric vehicle charger for the same. That is, an embodiment of the present invention provides an electric vehicle charger metering error measurement system that can measure the metering error simply, accurately and safely using a reference watt-hour meter for a metering device installed in an electric vehicle charger and measuring the amount of electric power used over time, and We provide electric vehicle chargers for

What has been described above is only one embodiment for implementing the electric vehicle charger metering error measurement system and the electric vehicle charger for the same according to the present invention, and the present invention is not limited to the above embodiment, and is claimed in the claims below. As described above, without departing from the gist of the present invention, it will be said that the technical spirit of the present invention exists to the extent that various modifications can be made by anyone with ordinary knowledge in the field to which the invention pertains.

100; Weighing Error Measurement System
110; power supply 120; weighing device
121; error pulse output terminal 130; reference watt-hour meter
131; error pulse input terminal 132; current sensor
133; error calculator 140; electric car charger
140A; body 141; Commercial power input terminal
142; parking break 143; DC power supply
144; control unit 145; display
146; communication unit 147; charging cable
148; charge breaker 149; Test voltage current input terminal
151i, 151v; first wiring 152i; 2nd wiring
153i,153v; the third wiring 160; imaginary load test jig
161; connector 162; Terminals
163; control pilot

Claims (10)

a commercial power input terminal for inputting commercial power to charge an electric vehicle;
a metering device connected to the commercial power input terminal to measure the amount of power in the electric vehicle charging mode;
a charging circuit breaker that manually or automatically cuts off the electrical connection between the commercial power input terminal and the weighing device in the weighing error measurement mode; and
An electric vehicle charger comprising a power supply and a test voltage current input terminal electrically connecting the reference watt-hour meter and the metering device in a metering error measurement mode. The method of claim 1,
The test voltage and current input terminal is exposed to the outside of the body of the electric vehicle charger, the electric vehicle charger. The method of claim 1,
The test voltage and current input terminals are covered by a protective cover, the electric vehicle charger. a commercial power input terminal for inputting commercial power to charge an electric vehicle;
a metering device connected to the commercial power input terminal to measure the amount of power in the electric vehicle charging mode;
a charging circuit breaker that manually or automatically cuts off the electrical connection between the commercial power input terminal and the weighing device in the weighing error measurement mode; and
An electric vehicle charger comprising an error pulse output terminal for outputting a metering error pulse proportional to the amount of power measured from the metering device in a metering error measurement mode. 5. The method of claim 4,
The error pulse output terminal includes an electrical pulse terminal for outputting an electrical pulse signal corresponding to the measurement error pulse or an optical pulse terminal for outputting an optical pulse signal corresponding to the measurement error pulse. 5. The method of claim 4,
The error pulse output terminal is exposed to the outside of the metering device, the electric vehicle charger. 5. The method of claim 4,
The error pulse output terminal is exposed to the outside of the main body of the electric vehicle charger. 5. The method of claim 4,
The error pulse output terminal is covered with a protective cover, electric vehicle charger. 5. The method of claim 4,
The error pulse output terminal is covered with a transparent protective cover, electric vehicle charger. 6. The method of claim 5,
The light pulse output terminal is covered with a transparent protective cover, electric vehicle charger.

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