KR102680256B1 - Method and apparatus for protecting a safety while during chaging an electric vehicle - Google Patents

Abstract

A method of protecting safety while charging an electric vehicle according to an embodiment includes the steps of recognizing a charging connector inserted into the charging terminal of the electric vehicle, receiving charging power to charge the battery of the electric vehicle when the recognized charging connector is authenticated, and steps of charging the battery of the electric vehicle when the recognized charging connector is authenticated. When the situation is detected, disconnecting the charging connector.

Description

{Method and apparatus for protecting a safety while during chaging an electric vehicle}

The present invention relates to a safety protection device and method during electric vehicle charging.

An electric vehicle refers to a vehicle that runs using electricity and can be broadly divided into a battery powered electric vehicle (BATTERY POWERED ELECTRIC VEHICLE) and a hybrid electric vehicle (Hybrid Electric Vehicle). A pure electric vehicle is a vehicle that runs using only electricity, and a hybrid electric vehicle is a vehicle that runs using electricity and fossil fuels.

Electric vehicles are equipped with batteries that supply electricity for driving. In particular, pure electric vehicles and plug-in type hybrid electric vehicles charge their batteries using power supplied from an external power source and drive electric motors using the power charged in the battery. In order to expand the distribution of electric vehicles (EV), it is essential to build a charging infrastructure that can charge electric vehicles. In particular, increasing the capacity of an electric vehicle's battery has the disadvantage of increasing the weight of the vehicle body, so the distance that an electric vehicle can drive on a single charge is inevitably limited.

Therefore, for mid- to long-distance driving of electric vehicles, it is essential to install charging stations linked to the road network so that electric vehicles can be charged anytime and anywhere. Equipping home charging facilities and infrastructure is also essential to expand the supply of electric vehicles (EVs). It is absolutely necessary.

Charging of electric vehicles consists of slow charging facilities and fast charging facilities, and fast charging facilities are installed at charging stations dedicated to electric vehicles. A rapid charging facility is a charging station with a maximum output of 50kW or more, and can complete charging within 30 minutes by directly charging the battery by supplying direct current (DC) power. In the case of slow charging facilities, the maximum output of the charging device is less than 7.7kW, and charging time is approximately 6 to 8 hours by charging with the OBC (OnBoard Charger) in the electric vehicle by supplying alternating current (AC) power.

Because charging electricity to the battery of an electric vehicle requires special care, with the advancement of electric vehicle technology being developed in various forms to promote the spread of electric vehicles, electric vehicle chargers are prone to safety accidents such as short circuits and electric shocks. There was a problem that the composition that could be prevented in advance was minimal. In particular, there are many risk factors that can occur while charging an electric vehicle, such as overcharging, battery overheating, external shock, and electric shock due to moisture, but in this case, there are appropriate safety design measures other than stopping charging due to the user's awareness. There is a problem that does not exist.

[Prior art document number]

Prior Art 1: Korean Patent No. 10-2138096

One embodiment provides a safety protection device and method while charging an electric vehicle. Additionally, the object is to provide a computer-readable recording medium on which a program for executing the method on a computer is recorded. The technical challenges to be solved are not limited to those described above, and other technical challenges may exist.

A method of protecting safety while charging an electric vehicle according to an embodiment includes the steps of recognizing a charging connector inserted into a charging terminal of an electric vehicle; When the recognized charging connector is authenticated, receiving charging power to charge the battery of the electric vehicle; And when an abnormal situation is detected during charging, it includes the step of disconnecting the charging connector.

The abnormal situation may include a case where the current value of the charging power is more than a threshold current value, a case where the temperature value of the battery is more than a threshold temperature value, or a case where a vibration value due to an impact of the electric vehicle is more than a threshold vibration value. .

The step of separating the charging connector may change the polarity of the magnet included in the charging connector or the charging terminal.

The magnet may be an electromagnet or a permanent magnet.

The method can drive a switching member that switches the polarity of the permanent magnet.

A safety protection device during electric vehicle charging according to another embodiment includes a charging terminal; battery; And recognizing the charging connector inserted into the charging terminal, controlling to receive charging power to charge the battery when the recognized charging connector is authenticated, and disconnecting the charging connector when an abnormal situation is detected during charging. Includes processor.

The abnormal situation may include a case where the current value of the charging power is more than a threshold current value, a case where the temperature value of the battery is more than a threshold temperature value, or a case where the vibration value caused by an impact of the electric vehicle is more than a threshold vibration value. .

The processor may convert the polarity of a magnet included in the charging connector or the charging terminal.

The processor may drive a switching member that changes the polarity of a magnet included in the charging connector or the charging terminal.

1 is an internal block diagram of an electric vehicle.
FIG. 2 is a block diagram of the electric vehicle driver assistance system (ADAS) shown in FIG. 1.
Figure 3 is an example diagram explaining charging an electric vehicle according to an embodiment.
FIG. 4 is an example diagram of a charging cable including the charging connector shown in FIG. 3.
Figure 5 is a schematic diagram of a safety protection device according to an embodiment.
Figure 6 is a flow chart of a safety protection method according to another embodiment.

The terms used in this specification will be briefly explained, and the present invention will be described in detail.

The terms used in the present invention are general terms that are currently widely used as much as possible while considering the functions in the present invention, but this may vary depending on the intention or precedent of a technician working in the field, the emergence of new technology, etc. In addition, in certain cases, there are terms arbitrarily selected by the applicant, and in this case, the meaning will be described in detail in the description of the relevant invention. Therefore, the terms used in the present invention should be defined based on the meaning of the term and the overall content of the present invention, rather than simply the name of the term.

When it is said that a part "includes" a certain element throughout the specification, this means that, unless specifically stated to the contrary, it does not exclude other elements but may further include other elements. In addition, terms such as "... unit" and "module" used in the specification refer to a unit that processes at least one function or operation, which may be implemented as hardware or software, or as a combination of hardware and software. .

Electric Vehicle (EV) may refer to an automobile defined in 49 CFR (code of federal regulations) 523.3, etc. Electric vehicles can be used on highways and can be driven by electricity supplied from an energy storage device on board the electric vehicle, such as a rechargeable battery from a power source external to the electric vehicle. The power supply source may include a residential or public electric service, or a generator using fuel on board an electric vehicle.

An electric vehicle (EV) may be referred to as an electric car, electric automobile, electric road vehicle (ERV), plug-in vehicle (PV), plug-in vehicle (xEV), etc. xEV is BEV (plug-in all-electric vehicle or battery electric vehicle), PEV (plug-in electric vehicle), HEV (hybrid electric vehicle), HPEV (hybrid plug-in electric vehicle), and PHEV (plug-in electric vehicle). hybrid electric vehicle), etc.

A plug-in electric vehicle (PEV) may be referred to as an electric vehicle that recharges an on-board primary battery by connecting to the power grid.

A plug-in electric vehicle (PV) may be referred to herein as an electric vehicle that can be recharged through a wireless charging method from an electric vehicle supply equipment (EVSE) without using a physical plug or socket.

Heavy duty vehicles (H.D. Vehicles) may refer to any electric vehicle with four or more wheels as defined in 49 CFR 523.6 or CFR 37.3 (bus).

Light duty plug-in electric vehicle is a vehicle with three or four wheels powered by an electric motor supplied with current from a rechargeable battery or other energy device, primarily for use on public streets, roads and highways. It can refer to an electric vehicle. Lightweight plug-in electric vehicles can be defined as having a total weight of less than 4.545 kg.

Hereinafter, the present disclosure will be described in detail with reference to the attached drawings.

1 is an internal block diagram of an electric vehicle according to an embodiment.

Referring to FIG. 1, the electric vehicle 100 includes a communication unit 110, an input unit 120, a sensing unit 125, a memory 130, an output unit 140, an electric vehicle driver 150, and an electric vehicle driving assistance system (ADAS). , 160), a control unit 170, an interface unit 180, and a power supply unit 190.

The communication unit 110 may include a short-range communication module, a location information module, an optical communication module, and a V2X communication module.

The input unit 120 may include a driving control unit, a camera, a microphone, and a user input unit.

The driving operation means receives user input for driving the electric vehicle 100. The driving operation means may include a steering input means, a shift input means, an acceleration input means, and a brake input means.

The acceleration input means receives an input for acceleration of the electric vehicle 100 from the user. The brake input means receives an input for decelerating the electric vehicle 100 from the user.

The camera may include an image sensor and an image processing module. The camera can process still or moving images obtained by an image sensor (eg, CMOS or CCD). The image processing module may process still images or moving images obtained through an image sensor, extract necessary information, and transmit the extracted information to the control unit 170.

Meanwhile, the electric vehicle 100 may include a front camera that captures an image in front of the electric vehicle, an around view camera that captures an image around the electric vehicle, and a rear camera that captures an image of the rear of the electric vehicle. Each camera may include a lens, an image sensor, and a processor. The processor may computer process the captured image, generate data or information, and transmit the generated data or information to the control unit 170. The processor included in the camera may be controlled by the control unit 170.

The camera may include a stereo camera. In this case, the camera's processor can use the disparity difference detected in the stereo image to detect the distance to the object, the relative speed to the object detected in the image, and the distance between the plurality of objects.

The camera may include a Time of Flight (TOF) camera. In this case, the camera may include a light source (eg, infrared or laser) and a receiver. In this case, the camera's processor detects the distance to the object, the relative speed to the object, and the distance between a plurality of objects based on the time (TOF) until the infrared or laser emitted from the light source is reflected and received by the object. can do.

Meanwhile, the rear camera may be placed near the rear license plate, trunk, or tailgate switch, but the location where the rear camera is placed is not limited thereto.

Each image captured by a plurality of cameras is transmitted to the camera's processor, and the processor can synthesize the images to create an image surrounding the electric vehicle. At this time, the image surrounding the electric vehicle may be displayed through the display unit as a top view image or a bird's eye image.

The sensing unit 125 senses various situations of the electric vehicle 100. For this purpose, the sensing unit 125 includes a collision sensor, a wheel sensor, a speed sensor, an inclination sensor, a weight sensor, a heading sensor, a yaw sensor, and a gyro sensor. , position module, electric vehicle forward/backward sensor, battery sensor, fuel sensor, tire sensor, steering sensor by steering wheel rotation, electric vehicle internal temperature sensor, electric vehicle internal humidity sensor, ultrasonic sensor, illuminance sensor, radar, lidar, etc. may include.

As a result, the sensing unit 125 provides electric vehicle collision information, electric vehicle direction information, electric vehicle location information (GPS information), electric vehicle angle information, electric vehicle speed information, electric vehicle acceleration information, electric vehicle tilt information, electric vehicle forward/backward information, and battery information. , sensing signals for fuel information, tire information, electric vehicle lamp information, electric vehicle internal temperature information, electric vehicle internal humidity information, steering wheel rotation angle, electric vehicle external illumination, etc. can be obtained.

The memory 130 is electrically connected to the control unit 170. The memory 130 can store basic data for the unit, control data for controlling the operation of the unit, and input/output data. In terms of hardware, the memory 130 may be a variety of storage devices such as ROM, RAM, EPROM, flash drive, hard drive, etc. The memory 130 may store various data for the overall operation of the electric vehicle 100, such as programs for processing or controlling the control unit 170.

The output unit 140 is for outputting information processed by the control unit 170 and may include a display unit, an audio output unit, and a haptic output unit.

The display unit may display information processed by the control unit 170. For example, the display unit can display information related to electric vehicles. Here, the electric vehicle-related information may include electric vehicle status information indicating the current state of the electric vehicle or electric vehicle operation information related to the operation of the electric vehicle. For example, the display unit may display information on the current speed (or speed) of the electric vehicle, the speed (or speed) of the surrounding electric vehicle, and the distance between the current electric vehicle and the surrounding electric vehicle.

Meanwhile, the display unit may include a cluster so that the driver can check electric vehicle status information or electric vehicle operation information while driving. Clusters can be located on dashboards. In this case, the driver can check the information displayed on the cluster while maintaining his gaze in front of the electric vehicle.

The audio output unit converts the electrical signal from the control unit 170 into an audio signal and outputs it. For this purpose, the sound output unit may be equipped with a speaker, etc.

The electric vehicle driving unit 150 can control the operation of various electric vehicle devices. The electric vehicle driving unit 150 may include a power source driving unit, a steering driving unit, a brake driving unit, a lamp driving unit, an air conditioning driving unit, a window driving unit, an airbag driving unit, a sunroof driving unit, and a suspension driving unit.

The brake driver may perform electronic control of a brake apparatus (not shown) in the electric vehicle 100. For example, the speed of the electric vehicle 100 can be reduced by controlling the operation of the brakes disposed on the wheels. As another example, the moving direction of the electric vehicle 100 can be adjusted to the left or right by varying the operation of the brakes disposed on the left and right wheels, respectively.

The lamp driver can control the turn on/off of lamps placed inside and outside the electric vehicle. Additionally, the intensity and direction of the light of the lamp can be controlled. For example, control of direction indicator lamps, brake lamps, etc. can be performed.

The control unit 170 can control the overall operation of each unit within the electric vehicle 100. The control unit 170 may be named ECU (Electronic Control Unit). The above-described accident determination device may be driven by the control unit 170.

In terms of hardware, the control unit 170 includes application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), and processors ( It may be implemented using at least one of processors, controllers, micro-controllers, microprocessors, and other electrical units for performing functions.

The interface unit 180 may serve as a passageway for various types of external devices connected to the electric vehicle 100. For example, the interface unit 180 may be provided with a port that can be connected to a mobile terminal (not shown) and can be connected to a mobile terminal (not shown) through the port. In this case, the interface unit 180 can exchange data with the mobile terminal.

The power supply unit 190 may supply power required for the operation of each component under the control of the control unit 170. In particular, the power supply unit 190 may receive power from a battery (not shown) inside the electric vehicle.

FIG. 2 is a block diagram of the electric vehicle driver assistance system (ADAS) shown in FIG. 1.

ADAS (200) is an electric vehicle driving assistance system that assists the driver to provide convenience and safety.

ADAS (200) includes an automatic emergency braking module (hereinafter referred to as AEB: Autonomous Emergency Braking) (210), a forward collision avoidance module (hereinafter referred to as FCW: Forward Collision Warning) (211), and a lane departure warning module (hereinafter referred to as LDW: Lane). Departure Warning (212), Lane Keeping Assist module (LKA: Lane Keeping Assist) (213), speed assistance system module (SAS: Speed Assist System) (214), traffic signal detection module (TSR: Traffic Sign) Recognition) (215), adaptive high beam control module (hereinafter, HBA: High Beam Assist) (216), blind spot monitoring module (hereinafter, BSD: Blind Spot Detection) (217), automatic emergency steering module (hereinafter, AES: Autonomous Emergency Steering (218), Curve Speed Warning System module (CSWS: Curve Speed Warning System) (219), Adaptive Cruise Control module (ACC: Adaptive Cruise Control) (220), Smart parking system module (hereinafter: , SPAS: Smart Parking Assist System (221), traffic jam assist module (hereinafter, TJA: Traffic Jam Assist) (222), and around view monitor module (hereinafter, AVM: Around View Monitor) (223). .

Each of the ADAS modules 210, 211, 212, 213, 214, 215, 216, 217, 218, 219, 220, 221, 222, and 223 may include a processor for controlling electric vehicle driving assistance functions.

The processor included in each of the ADAS modules (210, 211, 212, 213, 214, 215, 216, 217, 218, 219, 220, 221, 222, 223) can be controlled by the control unit 270. .

Each of the ADAS modules (210, 211, 212, 213, 214, 215, 216, 217, 218, 219, 220, 221, 222, 223) processor is hardware-wise, ASICs (application specific integrated circuits), DSPs (digital signal processors), DSPDs (digital signal processing devices), PLDs (programmable logic devices), FPGAs (field programmable gate arrays), processors, controllers, micro-controllers, microprocessors ( It may be implemented using at least one of microprocessors) and electrical units for performing other functions.

The AEB 210 is a module that controls automatic braking to prevent collisions with detected objects. The FCW 211 is a module that controls a warning to be output to prevent a collision with an object in front of the electric vehicle. The LDW 212 is a module that controls a warning to be output to prevent lane departure while driving. The LKA (213) is a module that controls driving lane maintenance while driving. The SAS 214 is a module that controls driving at a set speed or lower. The TSR 215 is a module that detects traffic signals while driving and provides information based on the detected traffic signals. The HBA 216 is a module that controls the irradiation range or amount of high beam lights depending on the driving situation. The BSD 217 is a module that detects objects outside the driver's field of vision while driving and provides detection information. AES 218 is a module that automatically performs steering in an emergency. The CSWS 219 is a module that controls to output a route when driving at a speed higher than a preset speed while driving on a curve. The ACC 220 is a module that controls the vehicle to follow and drive the preceding electric vehicle. SPAS (221) is a module that detects a parking space and controls parking in the parking space. The TJA (222) is a module that controls automatic operation during traffic congestion. The AVM 223 is a module that provides images around the electric vehicle and controls the area around the electric vehicle to be monitored.

The ADAS 200 provides control signals for performing each electric vehicle driving assistance function to the output unit 250 or the electric vehicle driving unit 260 based on data obtained from the input unit 230 or the sensing unit 235. can do. The ADAS 200 may directly output the control signal to the output unit 250 or the electric vehicle driving unit 260 through electric vehicle internal network communication (eg, CAN). Alternatively, the ADAS 200 may output the control signal to the output unit 250 or the electric vehicle driving unit 260 via the control unit 270.

Figure 3 is an example diagram explaining charging an electric vehicle according to an embodiment.

Referring to FIG. 3, the charging station 20 can receive power from a commercial power grid or power backbone and supply energy to the electric vehicle 10 through the charging cable 15. The charging station 20 may be located in various locations, such as a parking lot attached to the home of the owner of the electric vehicle 10, a parking area for charging an electric vehicle at a gas station, a parking area in a shopping center or business building, etc.

The charging station 20 may communicate with an infrastructure management system or infrastructure server that manages the power grid through wired or wireless communication. Additionally, the charging station 20 can also perform wireless communication with the electric vehicle 10. Here, the wireless communication may include a wireless LAN (WLAN) based on WiFi according to the IEEE 802.11 protocol, and as described later, a low frequency (LF) magnetic field signal and/or a low output magnetic field (LPE: P2PS communication using a Low Power Excitation (Low Power Excitation) signal may be further included. In addition, wireless communication between the charging station 20 and the electric vehicle 10 may include one or more of various communication methods such as Bluetooth, Zigbee, and cellular.

The electric vehicle 10 can be defined as a vehicle that can be driven by driving an electric motor using electric energy stored in a rechargeable energy storage device such as a battery as a power source. The electric vehicle 10 may include a hybrid vehicle equipped with both an electric motor and a general internal combustion engine, and may include not only an automobile, but also a motorcycle, cart, scooter, and It may also include electric bicycles.

In the embodiment, it has been described that the battery of the electric vehicle 10 is charged through the charging cable 15, but the present invention is not limited to this, and the battery of the electric vehicle 10 may be charged through a wireless charging method. For example, the electric vehicle 10 may include a receiving pad including a receiving coil for receiving electrical energy from the charging station 20. The receiving coil in the receiving pad receives magnetic energy from the transmitting coil in the charging station 10, for example by magnetic resonance. The magnetic energy received from the electric vehicle 20 is converted into induced current, and the induced current is rectified into direct current to charge the battery of the electric vehicle 10.

FIG. 4 is an example diagram of a charging cable including the charging connector shown in FIG. 3.

Referring to Figure 4, the charging cable includes two charging connectors (11 and 19) and a cable (15). One charging connector 11 is connected to the charging terminal of the electric vehicle, and the other charging connector 19 is connected to the charging terminal of the charging station 10. The charging cable shown is an example and is not limited thereto. Here, the charging connector may be mechanically or electrically coupled to a charging terminal installed on the electric vehicle itself, for example, a plug. In an embodiment, the charging connector may connect various types of plugs by selectively connecting different types of output-side plugs and input-side plugs. In addition, although not shown, a button is provided on the charging cable so that the user can lock and unlock both plugs at the same time by pressing the button.

Figure 5 is a schematic diagram of a safety protection device according to an embodiment.

Referring to FIG. 5, the safety protection device 500 includes a control unit 510, a charging control unit 520, an abnormality detection unit 530, and a connector separation unit 540. Here, the safety protection device 500 may further include a magnet 541 provided in the battery 521 of the electric vehicle, a charging cable, or a charging terminal (or plug) of the electric vehicle, and the magnet 541 is an electromagnet or a permanent magnet. It can be.

The safety protection device 500 according to the embodiment recognizes the charging connector inserted into the charging terminal of the electric vehicle, and when the recognized charging connector is authenticated, receives charging power and controls to charge the battery, and detects an abnormal situation during charging. If so, disconnect the charging connector. Here, an abnormal situation may be when the current value of the charging power is greater than the critical current value, when the temperature value of the battery is greater than the critical temperature value, or when the vibration value caused by the impact of the electric vehicle is greater than the critical vibration value.

The control unit 510 generally controls the operation of the device 500. The control unit 510 may be the same as the control unit shown in FIGS. 1 and 2, or may be a separate configuration.

The control unit 510 determines whether the charging connector is connected to the electric vehicle, and if the charging connector is connected, authenticates the charging connector. Certification of a charging connector is a process of checking whether it has been certified by the manufacturer, whether it has specifications suitable for the charging terminal of the electric vehicle, and whether it provides the rated charging current.

The charging control unit 520 controls the charging current provided through the charging connector to charge the battery 521.

The abnormality detection unit 530 detects an abnormal situation during charging. Here, an abnormal situation may be when the current value of the charging power is greater than the critical current value, when the temperature value of the battery is greater than the critical temperature value, or when the vibration value caused by the impact of the electric vehicle is greater than the critical vibration value. A current detection sensor for detecting charging current may be disposed on the charging path. Additionally, a temperature sensor for measuring the temperature of the battery may be placed around the battery. Vibration detection sensors to detect vibration caused by impact can be placed at various locations in the electric vehicle. The abnormality detection unit 530 may collect information about abnormal situations during charging by linking with various sensors placed on the electric vehicle.

The connector separator 540 separates the charging connector during charging under the control of the control unit 510. As shown in FIG. 7, under the control of the connector separator 540, the charging connector coupled to the charging terminal of the electric vehicle is separated. That is, when the control unit 510 determines that an abnormal situation is present and transmits a connector separation command to the connector separation unit 540, the connector separation unit 540 changes the polarity of the magnet 541 placed on the charging terminal or connector of the electric vehicle. By changing this, the charging connector can be separated from the charging terminal of the electric vehicle. Here, the magnet 541 may be an electromagnet or a permanent magnet. For example, in the case of an electromagnet, the connector separator 540 can switch the polarity of the electromagnet by turning on/off an alternating current or applying an opposite current. Additionally, the connector separator 540 may be a switching member that can change the polar stone by rotating the magnet 541.

Figure 6 is a flow chart of a safety protection method according to another embodiment.

Referring to Figure 6, in steps 600 and 602, the charging collector is connected and charging begins.

At step 604, the anomaly detection module operates. If an abnormal situation is detected in step 606, the charging collector separation module operates in step 608.

In step 610, the charging connector is disconnected from the charging terminal of the electric vehicle.

A device according to an embodiment includes a processor, memory for storing and executing program data, permanent storage such as a disk drive, a communication port for communicating with an external device, a user such as a touch panel, keys, buttons, etc. It may include an interface device, etc. Methods implemented as software modules or algorithms may be stored on a computer-readable recording medium as computer-readable codes or program instructions executable on the processor. Here, computer-readable recording media include magnetic storage media (e.g., ROM (read-only memory), RAM (random-access memory), floppy disk, hard disk, etc.) and optical read media (e.g., CD-ROM). ), DVD (Digital Versatile Disc), etc. The computer-readable recording medium is distributed among computer systems connected to a network, so that computer-readable code can be stored and executed in a distributed manner. The media may be readable by a computer, stored in memory, and executed by a processor.

Reference signs are indicated in the embodiments shown in the drawings, and specific terms are used to describe the embodiments. However, the present invention is not limited by the specific terms, and the embodiments include all configurations that can be commonly thought of by those skilled in the art. May contain elements.

Embodiments may be represented by functional block configurations and various processing steps. These functional blocks may be implemented in various numbers of hardware or/and software configurations that execute specific functions. For example, embodiments include integrated circuit configurations such as memory, processing, logic, look-up tables, etc. that can execute various functions under the control of one or more microprocessors or other control devices. can be hired. Similar to the fact that the components of the invention can be implemented as software programming or software elements, embodiments may include various algorithms implemented as combinations of data structures, processes, routines or other programming constructs, such as C, C++, , may be implemented in a programming or scripting language such as Java, assembler, etc. Functional aspects may be implemented as algorithms running on one or more processors. Additionally, embodiments may employ conventional technologies for electronic environment settings, signal processing, and/or data processing. Terms such as “mechanism,” “element,” “means,” and “composition” can be used broadly and are not limited to mechanical and physical components. The term may include the meaning of a series of software routines in connection with a processor, etc.

Specific implementations described in the embodiments are examples and do not limit the scope of the embodiments in any way. For the sake of brevity of the specification, descriptions of conventional electronic components, control systems, software, and other functional aspects of the systems may be omitted. In addition, the connections or connection members of lines between components shown in the drawings exemplify functional connections and/or physical or circuit connections, and in actual devices, various functional connections or physical connections may be replaced or added. Can be represented as connections, or circuit connections. Additionally, if there is no specific mention such as “essential,” “important,” etc., it may not be a necessary component for the application of the present invention.

In the specification of the embodiment (especially in the patent claims), the use of the term “above” and similar referential terms may refer to both the singular and the plural. In addition, when a range is described in an example, the invention includes the application of individual values within the range (unless there is a statement to the contrary), and is the same as describing each individual value constituting the range in the detailed description. . Lastly, unless the order of the steps constituting the method according to the embodiment is clearly stated or there is no description to the contrary, the steps may be performed in an appropriate order. The embodiments are not necessarily limited by the order of description of the steps above. The use of any examples or illustrative terms (e.g., etc.) in the embodiments is merely for describing the embodiments in detail, and unless limited by the claims, the scope of the embodiments is not limited by the examples or illustrative terms. That is not the case. Additionally, those skilled in the art will recognize that various modifications, combinations and changes may be made depending on design conditions and factors within the scope of the appended claims or their equivalents.

Claims (10)

Recognizing a charging connector inserted into the charging terminal of an electric vehicle;
When the recognized charging connector is authenticated, receiving charging power to charge the battery of the electric vehicle; and
When an abnormal situation is detected during charging, it includes the step of disconnecting the charging connector,
Authentication of the recognized charging connector is,
It includes certifying whether it has been certified by the manufacturer, whether the specifications are suitable for the charging terminal of the electric vehicle, and whether the rated charging current is provided,
The step of disconnecting the charging connector is,
Converting the polarity of the magnet included in the charging connector or the charging terminal,
The magnet includes an electromagnet or a permanent magnet,
A safety protection method while charging an electric vehicle, characterized in that driving a switching member that switches the polarity of the magnet. According to claim 1,
The above abnormal situation is,
A safety protection method while charging an electric vehicle, including when the current value of the charging power is greater than or equal to the critical current value, when the temperature value of the battery is greater than the critical temperature value, or when the vibration value due to impact of the electric vehicle is greater than or equal to the critical vibration value. . delete delete delete A recording medium recording a program for executing the safety protection method while charging an electric vehicle according to any one of paragraphs 1 and 2 on a computer. charging terminal;
battery;
A switching member that converts the polarity of the magnet included in the charging connector or charging terminal; and
A processor that recognizes the charging connector inserted into the charging terminal, controls to receive charging power to charge the battery when the recognized charging connector is authenticated, and disconnects the charging connector when an abnormal situation is detected during charging. Including,
The processor,
Authenticate the recognized charging connector by verifying whether it has been certified by the manufacturer, whether it has specifications suitable for the charging terminal of an electric vehicle, and whether it provides the rated charging current,
A safety protection device during charging of an electric vehicle that separates the charging connector by driving a switching member that switches the polarity of the magnet when an abnormal situation is detected during charging. According to claim 7,
The above abnormal situation is,
A safety protection device during charging of an electric vehicle, including when the current value of the charging power is greater than the critical current value, when the temperature value of the battery is greater than the critical temperature value, or when the vibration value due to impact of the electric vehicle is greater than the critical vibration value. . delete delete

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