KR20220020661A - Electric vehicle charging controller - Google Patents

Abstract

According to an embodiment of the present invention, an electric vehicle charging controller comprises: a CP signal detection unit connected to a CP (control pilot) line of electric vehicle supply equipment (EVSE) and detecting at least one between a negative edge or a positive edge of a CP signal received from the EVSE to generate at least one among a first detection signal or a third detection signal; a PD signal detection unit detecting a PD signal according to whether a connector of the EVSE and an inlet of an electric vehicle are connected to generate a second detection signal; and a determination unit determining whether a protect earth (PE) line electrically connecting protective earth of the EVSE and chassis earth of the electric vehicle is abnormal based on at least one among the first detection signal to the third detection signal. The PD signal detection unit comprises a protection unit controlling a voltage size of the PD signal to allow the maximum voltage value of the PD signal to have a smaller value than a driving voltage value of the determination unit.

Description

Electric Vehicle Charge Controller {ELECTRIC VEHICLE CHARGING CONTROLLER}

The embodiment relates to an electric vehicle charge controller.

Eco-friendly vehicles such as Electric Vehicles (EVs) or Plug-In Hybrid Electric Vehicles (PHEVs) use the Electric Vehicle Supply Equipment (EVSE) installed at the charging station to charge the battery. use it

To this end, an electric vehicle charging controller (EVCC) is mounted in the electric vehicle, communicates with the electric vehicle and the electric vehicle power supply, and controls the charging of the electric vehicle.

For example, when the electric vehicle power supply receives a signal instructing to start charging from the electric vehicle, it can control to start charging, and when receiving a signal instructing the end of charging from the electric vehicle, control to end charging can do.

The charging method of an electric vehicle may be divided into fast charging and slow charging according to the charging time. In the case of rapid charging, the battery is charged by the DC current supplied from the electric vehicle power supply device, and in the case of slow charging, the battery is charged by the AC current supplied to the electric vehicle power supply device. Therefore, the electric vehicle power supply used for fast charging is called a fast electric vehicle power supply or DC electric vehicle power supply, and the electric vehicle power supply used for slow charging is a slow electric vehicle power supply or AC electric vehicle power supply. It is called a supply device.

On the other hand, since the electric vehicle is charged with a high voltage and a high current, the demand for safety during charging is increasing. To this end, the electric vehicle power supply (EVSE) and electric vehicle (EV) connect the PE grounding line to prevent safety accidents that may occur during charging. If a situation in which the PE ground is open occurs, charging must be stopped immediately, otherwise, an electric shock to the user may occur. To this end, it is necessary to detect a grounding error of the PE grounding line, but there is a problem in that the current technology for detecting the error of the PE grounding line is not easy.

An embodiment is to provide an electric vehicle charge controller capable of determining whether the electric vehicle side is abnormal in the PE line connecting the ground between the electric vehicle power supply device and the electric vehicle.

The problem to be solved in the embodiment is not limited thereto, and it will be said that the purpose or effect that can be grasped from the solving means or embodiment of the problem described below is also included.

The electric vehicle charge controller according to an embodiment of the present invention is connected to a CP (control pilot) line of an electric vehicle power supply device (EVSE), the negative edge of the CP signal received from the electric vehicle power supply device, or a CP signal detection unit detecting at least one of a positive edge and generating at least one of a first detection signal and a third detection signal; a PD signal detection unit configured to detect a PD signal according to whether a connector on the electric vehicle power supply side is connected to an inlet on the electric vehicle side to generate a second detection signal; and PE (protect earth) electrically connecting a protective earth of the electric vehicle power supply and a chassis ground of the electric vehicle based on at least one of the first detection signal to the third detection signal a determination unit for determining whether a line is abnormal; and a protection unit controlling the voltage level of the PD signal so that the PD signal sensing unit has a maximum voltage value of the PD signal smaller than the driving voltage value of the determination unit.

The first detection signal is a pulse signal in which a high level voltage value and a low level voltage value are repeatedly output, and the determination unit is configured to include: If it is greater than a preset first threshold, it may be determined that a disconnection has occurred in the PE line.

The determination unit may determine that a disconnection has occurred in the PE line when the second detection signal is output in the form of a pulse signal or a similar pulse signal having a high similarity to the pulse signal.

The determination unit may determine that a disconnection has occurred in the PE line when the maximum voltage value of the second detection signal is higher than a preset second threshold value.

The third detection signal is a pulse signal in which a high level voltage value and a low level voltage value are repeatedly output, and the determination unit is configured to include a high level voltage value of the third detection signal. If it is greater than a preset third threshold, it may be determined that a disconnection has occurred in the PE line.

The protection unit may include a resistance element having a first end connected to the PD port of the inlet, a diode element having a first end connected to a second end of the resistance element, and a second end connected to a PE line of the electric vehicle ; may be included.

The diode device may include at least one of a control diode and a transient voltage suppressor diode.

At least one of the first threshold value to the third threshold value may be changed according to a resistance value of the resistance element.

At least one of the first threshold value to the third threshold value may decrease as the resistance value of the resistance element increases.

According to the embodiment, there is an advantage in that the electric vehicle side can determine whether the PE line is abnormal.

Various and advantageous advantages and effects of the present invention are not limited to the above, and will be more easily understood in the course of describing specific embodiments of the present invention.

1 is a view for explaining an electric vehicle charging system according to an embodiment of the present invention.
2 is a view showing the configuration of an electric vehicle charging system according to an embodiment of the present invention.
3 is a view for explaining a communication connection between the electric vehicle power supply and the electric vehicle charge controller according to an embodiment of the present invention.
4 is a block diagram of an electric vehicle charge controller according to an embodiment of the present invention.
5 is a circuit diagram of an electric vehicle charge controller according to an embodiment of the present invention.
6A to 6D are diagrams for explaining a process of detecting whether a PE line is abnormal according to an embodiment of the present invention.
7 is a block diagram of an electric vehicle charge controller according to another embodiment of the present invention.
8 is a circuit diagram of an electric vehicle charge controller corresponding to FIG. 7 .
9A to 9D are diagrams for explaining a process of detecting whether a PE line is abnormal 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.

However, the technical spirit of the present invention is not limited to some embodiments described, but may be implemented in various different forms, and within the scope of the technical spirit of the present invention, one or more of the components may be selected between the embodiments. It can be used by combining or substituted with .

In addition, terms (including technical and scientific terms) used in the embodiments of the present invention may be generally understood by those of ordinary skill in the art to which the present invention belongs, unless specifically defined and described explicitly. It may be interpreted as a meaning, and generally used terms such as terms defined in advance may be interpreted in consideration of the contextual meaning of the related art.

In addition, the terminology used in the embodiments of the present invention is for describing the embodiments and is not intended to limit the present invention.

In the present specification, the singular form may also include the plural form unless otherwise specified in the phrase, and when it is described as "at least one (or more than one) of A and (and) B, C", it is combined as A, B, C It may include one or more of all possible combinations.

In addition, in describing the components of the embodiment of the present invention, terms such as first, second, A, B, (a), (b), etc. may be used.

These terms are only for distinguishing the component from other components, and are not limited to the essence, order, or order of the component by the term.

And, when it is described that a component is 'connected', 'coupled' or 'connected' to another component, the component is not only directly connected, coupled or connected to the other component, but also with the component It may also include a case of 'connected', 'coupled' or 'connected' due to another element between the other elements.

In addition, when it is described as being formed or disposed on "above (above) or under (below)" of each component, top (above) or under (below) is one as well as when two components are in direct contact with each other. Also includes a case in which another component as described above is formed or disposed between two components. In addition, when expressed as “upper (upper) or lower (lower)”, a meaning of not only an upper direction but also a lower direction based on one component may be included.

1 is a view for explaining an electric vehicle charging system according to an embodiment of the present invention.

An electric vehicle charging system according to an embodiment of the present invention may refer to a system for charging a battery of an electric vehicle that operates by using electric energy as power.

Referring to FIG. 1 , an electric vehicle charging system according to an embodiment of the present invention may include an electric vehicle power supply device (Electric Vehicle Supply Equipment, EVSE, 10 ) and an electric vehicle (Electric Vehicle, EV, 20 ).

The electric vehicle power supply device 10 is a facility for supplying AC or DC power, and may be disposed in a charging station, may be disposed in a home, or may be implemented to be portable. The electric vehicle power supply device 10 may be used interchangeably with a charging station (supply), an AC charging station (AC supply), and a DC charging station (DC supply). The electric vehicle power supply 10 may receive AC or DC power from a main power source. The main power may include a power system and the like. The electric vehicle power supply device 10 may transform or convert AC or DC power supplied from the main power supply to the electric vehicle 20 .

The electric vehicle 20 refers to a vehicle that operates by receiving all or part of energy from a mounted battery. The electric vehicle 20 requires not only an electric vehicle that runs only with electric energy charged in a battery, but also a plug-in hybrid electric vehicle (PHEV) or other battery that runs in parallel with an engine using fossil fuels. Alternatively, it may include a vehicle capable of charging and discharging a battery. The battery provided in the electric vehicle 20 may be charged by receiving power from the electric vehicle power supply device 10 .

2 is a view showing the configuration of an electric vehicle charging system according to an embodiment of the present invention.

An electric vehicle charging system according to an embodiment of the present invention includes an electric vehicle power supply device (10, Electric Vehicle Supply Equipment, EVSE), a cable (50, cable), a connector (51, connector), an inlet (52, inlet), and a junction. A box (100, junction box), an electric vehicle charging controller (200, Electric Vehicle Charging Controller, EVCC), a battery 300, a battery management system (400, Battery Management System, BMS) and an integrated power control device (500, Electric Power) Control Unit, EPCU). A configuration included in the electric vehicle charging system may be divided into a configuration of the electric vehicle power supply device 10 side (EVSE side) and a configuration of the electric vehicle 20 side (EV side). The configuration of the electric vehicle power supply device 10 side may include an electric vehicle power supply device 10 , a cable 50 , and a connector 51 . The configuration of the electric vehicle side may include an inlet 52 , a junction box 100 , an electric vehicle charge controller 200 , a battery 300 , a battery management system 400 , and an integrated power control device 500 . This division is for convenience of description and is not limited thereto.

First, the electric vehicle power supply device 10 supplies power for charging the battery 300 of the electric vehicle. The electric vehicle power supply device 10 may transmit power supplied from a main power source (eg, a power system) to the electric vehicle 20 . At this time, the electric vehicle power supply device 10 may reduce or convert the power supplied from the main power supply to the electric vehicle 20 . According to an embodiment, when the electric vehicle power supply 10 supplies AC power to the electric vehicle 20 , the electric vehicle power supply 10 transforms the AC power supplied from the main power supply to the electric vehicle 20 . ) can be supplied. In another embodiment, when the electric vehicle power supply device 10 supplies DC power to the electric vehicle 20 , the electric vehicle power supply device 10 converts AC power supplied from the main power source into DC power to convert the electric vehicle power to DC power. (20) can be supplied. In order to transform or convert power, the electric vehicle power supply device 10 may include a power conversion device. According to an embodiment, the electric vehicle power supply 10 may include a rectifier, an isolation transformer, an inverter, a converter, and the like.

The electric vehicle power supply device 10 may include a charging control device for transmitting and receiving various control signals necessary for charging the battery 300 of the electric vehicle 20 and for controlling the battery charging process. The charging control device may transmit and receive a control signal to and from the electric vehicle 20 and perform a battery charging process. The control signal may include information such as charging preparation, charging termination, proximity detection, and the like. The charging control device may include a communication device for communicating with the electric vehicle 20 . The communication device may communicate with the electric vehicle 20 using power line communication (PLC), a controller area network (CAN), or the like. The communication device may be included in the charging control device or may be configured separately.

Next, the cable 50 , the connector 51 , and the inlet 52 electrically connect the electric vehicle power supply 10 and the electric vehicle.

The cable 50 transfers power and signals between the electric vehicle power supply 10 and the electric vehicle 20 . The cable 50 may include a power line transmitting power, a signal line transmitting a control signal related to charging, a ground line connecting the ground, and the like.

The cable 50 is connected to the electric vehicle power supply 10 . According to an embodiment, the electric vehicle power supply device 10 and the cable 50 may be directly connected without a separate connection configuration. According to another embodiment, the electric vehicle power supply device 10 and the cable 50 are a socket-outlet provided in the electric vehicle power supply device 10 and a plug provided in the cable 50 ( plug) can be connected.

The connector 51 may be connected to the cable 50 , and the inlet 52 may be provided in the electric vehicle 20 . The connector 51 and the inlet 52 may be bundled together to be referred to as a coupler. The connector 51 and the inlet 52 have a structure that can be coupled to each other, and the electric vehicle 20 and the electric vehicle power supply device 10 may be electrically connected through the coupling of the connector 51 and the inlet 52 . The inlet 52 and the connector 51 may be connected not only directly, but also through an adapter.

The connector 51 and the inlet 52 may include a plurality of pins that may be coupled to each other. For example, one of the plurality of pins may be a pin for a CP port through which a CP (Control Pilot) signal is transmitted between the electric vehicle power supply device 10 and the electric vehicle charge controller 200 , and the other is the connector 51 . ) and a pin for a PD (Proximity Detection) port that detects the proximity of the inlet 52, and the other one is a protective earth (PE) port connected to the protective ground of the electric vehicle power supply 10 . It may be a dragon pin. Another one of the plurality of pins may be a pin for driving a motor for opening the fuel flap flap, another one may be a pin for sensing the motor, and another one may be a pin for sensing a temperature, Another one may be a pin for LED sensing, and another one may be a pin for CAN communication. One of the plurality of pins may be a pin for a voltage line applied from a collision detection sensor in the electric vehicle 20 , the other may be a battery pin for supplying charging power to the electric vehicle 20 , and the other is for high voltage protection It can be a pin. However, the number and function of the pins are not limited thereto, and may be variously modified.

The junction box 100 transmits power supplied from the electric vehicle power supply device 10 to the battery 300 . The power supplied from the electric vehicle power supply device 10 is a high voltage, and when it is directly supplied to the battery 300 , the battery 300 may be damaged due to the inrush current. The junction box 100 may include at least one relay to prevent damage to the battery due to inrush current.

The electric vehicle charge controller 200 may control part or all of a process related to charging a battery of the electric vehicle 20 . The electric vehicle charge controller 200 may be referred to as an electric vehicle communication controller (EVCC).

The electric vehicle charge controller 200 may communicate with the electric vehicle power supply device 10 . The electric vehicle charging controller 200 may transmit/receive a control command related to a battery charging process from the electric vehicle power supply device 10 . According to an embodiment, the electric vehicle charge controller 200 may communicate with a charge control device provided in the electric vehicle power supply device 10 , and may transmit/receive control commands related to a battery charging process from the charge control device .

The electric vehicle charge controller 200 may communicate with the electric vehicle 20 . The electric vehicle charge controller 200 may receive a control command related to a battery charging process from the electric vehicle 20 . According to an embodiment, the electric vehicle charge controller 200 may communicate with the battery management system 400 of the electric vehicle 20 , and may receive a control command related to a battery charging process from the battery management system 400 . there is. According to another embodiment, the electric vehicle charge controller 200 may communicate with the integrated power control device 500 of the electric vehicle 20 and receive a control command regarding the battery charging process from the integrated power control device 500 . can receive

The electric vehicle charge controller 200 may include a micro controller unit (MCU), a communication device, a relay device, and the like to perform the above function. In addition, the electric vehicle charge controller 200 may be integrated and installed in devices related to or unrelated to a communication and control device of an adjacent technology.

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

The integrated power control device 500 is a device for controlling the overall movement of the electric vehicle, including the control of the motor. The integrated power control device 500 may include a motor control unit (MCU), a low voltage DC-DC converter (LDC), and a vehicle control unit (VCU). The motor control device may be referred to as an inverter. The motor control device may receive DC power from the battery and convert it into three-phase AC power, and may control the motor according to a command from the vehicle integrated controller. The low voltage DC converter may convert high voltage power into low voltage (eg, 12 [V]) power and supply it to each component of the electric vehicle 20 . The vehicle integrated controller serves to maintain the performance of the system with respect to the electric vehicle 20 as a whole. The integrated vehicle controller may perform various functions such as charging and driving together with various devices such as the motor control device and the battery management system 400 .

3 is a view for explaining a communication connection between the electric vehicle power supply and the electric vehicle charge controller according to an embodiment of the present invention.

3 shows a system for connecting communication between the electric vehicle power supply 10 and the electric vehicle charge controller 200 using a CP signal line (CP SIGNAL LINE) and a PE signal line (PE SIGNAL LINE). The electric vehicle power supply device 10 and the electric vehicle charge controller 200 may be electrically connected to each other through the connector 51 and the inlet 52 . The electric vehicle power supply device 10 illustrated in FIG. 3 may be connected to the main body (chassis) of the electric vehicle through a PE line. Since the protective earth connected to the electric vehicle power supply 10 and the electric vehicle chassis are connected through the PE line, electric shock to the electric vehicle user can be prevented. Therefore, it is very important to check whether the PE line is disconnected. As shown in FIG. 3 , the PE line may be connected only to the chassis of the electric vehicle, or may be connected to a metallic device that is coupled or in contact with the chassis by electricity. When connected through one PE path, the ground state of the PE line can be electrically detected by the electric vehicle power supply 10 . In order to detect the ground state of the PE line in the electric vehicle, an additional sensing circuit connected to the CP signal line and the PE line may be required. In this case, the volume of the electric vehicle charge controller 200 becomes large, and a problem occurs in that the cost increases.

4 is a block diagram of an electric vehicle charge controller according to an embodiment of the present invention.

The electric vehicle charge controller 200 according to an embodiment of the present invention includes a CP signal detection unit 210 , a filter unit 220 , a CP level control unit 230 , a PD signal detection unit 240 , and a determination unit 250 . may include

The CP signal detecting unit 210 is connected to a CP (control pilot) line of the electric vehicle charging device, and may detect a CP signal received from the electric vehicle power supply. According to an embodiment, the CP signal may be a pulse width modulation (PWM) signal.

The CP signal detection unit 210 may generate a detection signal by detecting at least one of a negative edge or a positive edge of the CP signal.

The CP signal detection unit 210 may include a first detection unit 211 for generating a first detection signal by detecting a negative edge of the CP signal received from the electric vehicle power supply device. In this case, the first detection signal may be a pulse signal in which a high level voltage value and a low level voltage value are repeatedly output. The first detection signal may be transmitted to the determination unit 250 .

The CP signal detection unit 210 may include a second detection unit 212 that generates a third detection signal by detecting a positive edge of the CP signal received from the electric vehicle charging device. In this case, the third detection signal may be a pulse signal in which a high level voltage value and a low level voltage value are repeatedly output. The third detection signal may be transmitted to the determination unit 250 .

The filter unit 220 may remove a high-frequency signal generated in high-level communication of a Home Plug Green Phy (HPGP) for measuring a PWM signal received through the CP line. The filter unit 220 may be disposed on the CP line. The filter unit 220 may be implemented as an LR filter including an inductor and a resistor.

The CP level controller 230 may adjust the level of the CP signal for communication using the CP signal line. The CP level controller 230 may adjust the state level of the CP signal to perform low-level communication using the PWM signal. For example, the CP level controller 230 may adjust the level of the CP signal to state C.

The PD signal detection unit 240 may generate a second detection signal by detecting a PD signal according to whether a connector on the electric vehicle charging device side is connected to an inlet on the electric vehicle side.

The determination unit 250 determines a protective earth of the electric vehicle charging device (EVSE) and a chassis ground ( It is possible to determine whether there is an abnormality in the PE (protect earth) line that electrically connects the chassis.

According to an embodiment, the determination unit 250 may determine that a disconnection has occurred in the PE line when the low-level voltage value of the first detection signal is greater than a preset first threshold value.

According to an embodiment, when the second detection signal is output in the form of a pulse signal, the determination unit 250 may determine that a disconnection has occurred in the PE line. When the maximum voltage value of the second detection signal is higher than a preset second threshold value, the determination unit 250 may determine that a disconnection has occurred in the PE line. According to an embodiment, when the second detection signal is output in the form of a pulse signal and the maximum voltage value is higher than a preset second threshold value, the determination unit 250 may determine that a disconnection has occurred in the PE line.

According to an embodiment, when the high level voltage value of the third detection signal is greater than a preset third threshold value, the determination unit 250 may determine that a disconnection has occurred in the PE line.

According to an embodiment, when the low-level voltage value of the first detection signal is greater than a preset first threshold value and the second detection signal is output in the form of a pulse signal, it may be determined that a disconnection has occurred in the PE line. According to the embodiment, when the low level voltage value of the first detection signal is greater than a preset first threshold value and the maximum voltage value of the second detection signal is higher than the preset second threshold value, the determination unit 250 transmits to the PE line. It can be judged that a disconnection has occurred. According to the embodiment, the determination unit 250 determines that the low-level voltage value of the first detection signal is greater than a preset first threshold value, the second detection signal is output in the form of a pulse signal, and the maximum voltage value of the second detection signal is If it is higher than the preset second threshold value, it may be determined that a disconnection has occurred in the PE line.

According to an embodiment, when the high-level voltage value of the third detection signal is greater than a preset third threshold value and the second detection signal is output in the form of a pulse signal, it may be determined that a disconnection has occurred in the PE line. According to the embodiment, when the high level voltage value of the third detection signal is greater than a preset third threshold value and the maximum voltage value of the second detection signal is higher than the preset second threshold value, the It can be judged that a disconnection has occurred. According to an embodiment, the determination unit 250 determines that the high level voltage value of the third detection signal is greater than a preset first threshold value, the second detection signal is output in the form of a pulse signal, and the maximum voltage value of the second detection signal is If it is higher than the preset second threshold value, it may be determined that a disconnection has occurred in the PE line.

According to an embodiment, the low-level voltage value of the first detection signal is greater than a preset first threshold value, the high-level voltage value of the third detection signal is greater than the preset third threshold value, and the second detection signal is a pulse signal If outputted in the form of , it can be determined that a disconnection has occurred in the PE line. According to an embodiment, the determination unit 250 determines that the low-level voltage value of the first detection signal is greater than a preset first threshold value, the high-level voltage value of the third detection signal is greater than the preset third threshold value, and 2 When the maximum voltage value of the detection signal is higher than a preset second threshold value, it may be determined that a disconnection has occurred in the PE line. According to the embodiment, the determination unit 250 determines that the low-level voltage value of the first detection signal is greater than a preset first threshold value, the high-level voltage value of the third detection signal is greater than the preset first threshold value, and The second detection signal is output in the form of a pulse signal, and when the maximum voltage value of the second detection signal is higher than a preset second threshold value, it may be determined that a disconnection has occurred in the PE line.

The determination unit 250 may be implemented by being included in the electric vehicle charge controller 200 , but is not limited thereto. The determination unit 250 may be implemented by being included in a battery management system of an electric vehicle or an integrated power control device. For example, the battery management system or the integrated power control device may receive the first detection signal and the second detection signal and determine whether the PE line is abnormal according to the above.

5 is a circuit diagram of an electric vehicle charge controller according to an embodiment of the present invention.

Referring to FIG. 5 , the electric vehicle charging controller 200 according to an embodiment of the present invention includes a CP signal detection unit 210 , a filter unit 220 , a CP level control unit 230 , and a PD signal detection unit 240 and It may include a determination unit (not shown).

First, the CP signal detection unit 210 may include a first detection unit 211 and a second detection unit 212 .

The first sensing unit 211 may include a first diode D1 , a first resistor R1 , and a second resistor R2 .

A cathode terminal of the first diode D1 may be connected to the filter unit 220 . An anode terminal of the first diode D1 may be connected to a first terminal of the first resistor R1 . As the cathode terminal of the first diode D1 is connected to the filter unit 220 , the first sensing unit 211 may detect a negative edge of the CP signal input after passing through the filter unit 220 .

A first terminal of the first resistor R1 may be connected to an anode terminal of the first diode D1. The second end of the first resistor R1 may be connected to the first end of the second resistor R2 .

A first end of the second resistor R2 may be connected to a second end of the first resistor R1 . A second end of the second resistor R2 may be connected to the PE line. The first sensing unit 211 may measure the voltage across the second resistor R2 to generate a first sensing signal. The first sensing unit 211 may transmit a first sensing signal to the determining unit through the output port P1.

The second sensing unit 212 may include a second diode D2 , a third resistor R3 , and a fourth resistor R4 .

An anode terminal of the second diode D2 may be connected to the filter unit 220 . A cathode terminal of the second diode D2 may be connected to a first terminal of the third resistor R3 . As the anode terminal of the second diode D2 is connected to the filter unit 220 , the second sensing unit 212 may detect a positive edge of the CP signal input after passing through the filter unit 220 .

A first terminal of the third resistor R3 may be connected to a cathode terminal of the first diode D1. The second end of the first resistor R1 may be connected to the first end of the fourth resistor R4 .

A first end of the fourth resistor R4 may be connected to a second end of the third resistor R3 . A second end of the fourth resistor R4 may be connected to the PE line. The second sensing unit 212 may measure the voltage across the fourth resistor R4 to generate the first sensing signal. The second sensing unit 212 may transmit a third sensing signal to the determining unit through the output port P2 .

The filter unit 220 may include a first inductor L1 and a fifth resistor R5.

A first end of the first inductor L1 may be connected to a first end of the fifth resistor R5 . A first end of the first inductor L1 may be connected to a CP port of the inlet 52 . A second end of the first inductor L1 may be connected to a second end of the fifth resistor R5 . A second end of the first inductor L1 may be connected to a cathode terminal of the first diode D1. The second end of the first inductor L1 may be connected to the anode terminal of the second diode D2.

A first end of the fifth resistor R5 may be connected to a first end of the first inductor L1 . A first end of the fifth resistor R5 may be connected to a CP port of the inlet 52 . A second end of the fifth resistor R5 may be connected to a second end of the first inductor L1 . A second end of the fifth resistor R5 may be connected to a cathode terminal of the first diode D1 . A second terminal of the fifth resistor R5 may be connected to an anode terminal of the second diode D2.

Accordingly, the filter unit 220 filters the high-frequency signal included in the CP signal input through the CP port of the connector 51 through the first inductor L1 and the fifth resistor R5 and then filters the first sensing unit ( 211 ) and the second sensing unit 212 . The CP signal may be generated by the electric vehicle power supply device 10 and then transmitted to the filter unit 220 through the connector 51 and the inlet 52 .

The CP level controller 230 may include a sixth resistor R6 , a seventh resistor R7 , and a first switching element SW1 .

A first end of the sixth resistor R6 may be connected to a cathode terminal of the second diode D2. A second end of the sixth resistor R6 may be connected to the PE line.

A first end of the seventh resistor R7 may be connected to a first end of the sixth resistor R6 . A second end of the seventh resistor R7 may be connected to a first end of the first switching element SW1 .

A first end of the first switching element SW1 may be connected to a second end of the seventh resistor R7 . A second end of the first switching element SW1 may be connected to the PE line. A third end of the first switching element SW1 may be connected to the controller. Here, the control unit may mean a unit that generates a signal for controlling the switching of the first switching element SW1. According to an embodiment, the first end of the first switching element SW1 may be a drain terminal, the second end may be a source terminal, and the third end may be a gate terminal.

The CP level controller 230 may switch the state of the CP signal by turning on/off the first switching element SW1 according to the switching signal.

The PD signal detector 240 may include a third diode, an eighth resistor R8 and a voltage source V1. The voltage source V1 may be included in the PD signal sensing unit 240 , but is not limited thereto. The voltage source V1 may mean a voltage source in the electric vehicle.

The anode terminal of the third diode D3 may be connected to a voltage source. The cathode terminal of the third diode D3 may be connected to the first terminal of the eighth resistor R8.

A first terminal of the eighth resistor R8 may be connected to a cathode terminal of the third diode D3. A second end of the eighth resistor R8 may be connected to the PD line.

The PD signal sensing unit 240 may measure the voltages across the series-connected third diode D3 and the eighth resistor R8 to generate a second sensing signal. The PD signal detection unit 240 may transmit the second detection signal to the determination unit through the output port P3.

6A to 6D are diagrams for explaining a process of detecting whether a PE line is abnormal according to an embodiment of the present invention.

In FIGS. 6A to 6D , the PE wire Connected region represents a case in which the PE line is connected, that is, in a normal state. In FIGS. 6A to 6D, PE wire Broken indicates a case in which the PE line is broken, that is, an abnormal state. In FIGS. 6A to 6D , C indicates a case in which the state level of the CP signal is state C. As shown in FIG. In FIGS. 6A to 6D, B represents a case in which the state level of the CP signal is state B. In FIGS. 6A to 6D , ON indicates a case in which a switch disposed in the connector is turned on. In FIGS. 6A to 6D , OFF indicates a case in which the switch disposed on the connector is turned off.

6A is a diagram illustrating a waveform of a first detection signal according to the electric vehicle charge controller of FIGS. 4 and 5 .

When the PE line is normally connected, the first detection signal is a pulse in which -4.6 [V] is output as a low level and 0 [V] is output as a high level regardless of the status level of the CP signal or the status of the switch disposed on the connector appears as a signal.

When the PE line is disconnected, the voltage value of the low level may be changed to -0.1 [V]. That is, the voltage value of the low level changes significantly. Accordingly, the determination unit according to an embodiment of the present invention may determine whether the PE line is abnormal by comparing the low-level voltage value of the first detection signal with the first threshold value. For example, the determination unit may determine that the PE line is disconnected when the low level voltage value of the first detection signal is higher than -1 [V] (the first threshold value). Since the difference between the first threshold value and the low-level voltage value of the first detection signal in the normal state is large, the accuracy of determination may be greatly improved. The thresholds, mentioned above and below, may vary depending on the use of the applied device.

6B is a diagram illustrating a waveform of a third detection signal according to the electric vehicle charge controller of FIGS. 4 and 5 .

When the PE line is normally connected, the third detection signal is output as a low level pulse signal of 0 [V] regardless of the state level of the CP signal or the state of the switch disposed in the connector. On the other hand, according to the state of the CP signal, the third detection signal outputs voltage values of 2.7 [V] (state level C) and 4.13 [V] (state level B) as high levels.

When the PE line is disconnected, the low-level voltage value of the third detection signal may not change. The high-level voltage value of the third detection signal is 3.12 [V] when the switch of the connector is turned on and the status level of the CP signal is C, and 2.82 [V] when the switch of the connector is turned off and the status level of the CP signal is C. , it can represent 5.29 [V] when the state level of the CP signal is B regardless of the turn-on/turn-off of the connector.

As described above, according to the embodiment of the present invention, the high-level voltage value of the third sensing signal is changed when the PE line is disconnected. Accordingly, it is possible to determine whether the PE line is abnormal by comparing the high-level voltage value of the third sensing signal according to the embodiment of the present invention and the threshold value.

FIG. 6c is a diagram illustrating a waveform of a CP signal measured from the electric vehicle power supply side according to the electric vehicle charge controller of FIGS. 4 and 5 .

When the PE line is normally connected, the CP signal (CP signal (EVSE)) measured from the electric vehicle power supply side is -12 [V] to a low level regardless of the status level of the CP signal or the status of the switch placed on the connector. An in-pulse signal is output. On the other hand, according to the state level of the CP signal, the CP signal EVSE outputs voltage values of 6 [V] (state level C) and 8.9 [V] (state level B) as high levels.

When the PE line is disconnected, the low level voltage value of the CP signal EVSE may not change. The high level voltage value of the CP signal (EVSE) is 5.06 [V] when the switch of the connector is turned on and the status level of the CP signal is C, and 5.76 [V] when the switch of the connector is turned off and the status level of the CP signal is C ], 8 [V] when the switch of the connector is turned on and the status level of the CP signal is B, and 8.24 [V] when the switch of the connector is turned off and the status level of the CP signal is B.

In the case of the voltage level of the CP signal measured in EVSE, it can be seen that although the voltage value of the high level shows a change according to the state of the PE line, the change in the voltage value is not large. That is, it can be seen that when the electric vehicle power supply device determines the state of the PE line through the CP signal, there is a high possibility that an error will occur in the determination result.

6D is a diagram illustrating a waveform of a second sensing signal according to an embodiment of the present invention.

When the PE line is normally connected, the second detection signal is output as a linear signal of approximately 1.5 [V] when the switch disposed on the connector is turned on, and approximately 3 [V] with the switch disposed in the connector turned off is output as a linear signal of

When the PE line is disconnected, the second detection signal may be output in the form of a pulse signal having a low level voltage value of approximately 3 [V] (or 4 [V]) and a high level voltage value of 11 [V].

As described above, it can be seen that the second detection signal is output as a signal in a different form depending on whether the PE line is abnormal. The determination unit according to an embodiment of the present invention may determine whether the PE line is abnormal through the output shape of the second detection signal. In addition, the high level voltage value of the second detection signal has a large difference from the voltage value of the second detection signal when the PE line is normal. Whether the PE line is normal using the high level voltage value of the second detection signal , it is possible to improve the accuracy of the judgment.

6A to 6D, when determining whether the PE line is abnormal through the third detection signal or the CP signal measured from the electric vehicle power supply side, an inaccurate result may be caused. On the other hand, as in the embodiment of the present invention, when determining whether the PE line is abnormal based on the low-level voltage value of the first detection signal, the high-level voltage value of the second detection signal, and the waveform of the second detection signal, the determination accuracy is improved. can be raised

7 is a configuration diagram of an electric vehicle charge controller according to another embodiment of the present invention.

Referring to FIG. 7 , the electric vehicle charge controller according to the embodiment of the present invention includes a CP signal detection unit 210 , a filter unit 220 , a CP level control unit 230 , a PD signal detection unit 240 , and a determination unit ( 250) may be included. Here, the CP signal detection unit 210 , the filter unit 220 , and the CP level control unit 230 are the same as those described with reference to FIG. 4 , and detailed descriptions thereof will be omitted.

The PD signal detection unit 240 may generate a second detection signal by detecting a PD signal according to whether a connector on the electric vehicle charging device side is connected to an inlet on the electric vehicle side.

In addition, the PD signal detection unit 240 includes a protection unit 241 that controls the voltage level of the second detection signal so that the maximum voltage value of the second detection signal is smaller than the driving voltage value of the determination unit 250 . may include The protection unit 241 may include at least one resistance element and at least one surge protection element. For example, when the driving voltage value of the determination unit 250 is 5 [V], the protection unit 241 may control the voltage value of the second detection signal to a magnitude of 5 [V] or less.

The determination unit 250 determines a protective earth of the electric vehicle charging device (EVSE) and a chassis ground ( It is possible to determine whether there is an abnormality in the PE (protect earth) line that electrically connects the chassis.

The determination unit 250 may determine as follows.

According to an embodiment, the determination unit 250 may determine that a disconnection has occurred in the PE line when the low-level voltage value of the first detection signal is greater than a preset first threshold value. In this case, the first threshold value may be different from the first threshold value when the protection unit 241 is not present. The first threshold value may be changed according to a resistance value of the resistance element included in the protection unit 241 . The first threshold value when the protection unit 241 is included may be lower than the first threshold value when the protection unit 241 is not included.

According to an embodiment, when the second detection signal is output in the form of a pulse signal, the determination unit 250 may determine that a disconnection has occurred in the PE line. When the maximum voltage value of the second detection signal is higher than a preset second threshold value, the determination unit 250 may determine that a disconnection has occurred in the PE line. In this case, the second threshold value may be different from the first threshold value when the protection unit 241 is not present. The second threshold value may be changed according to a resistance value of the resistance element included in the protection unit 241 . The second threshold value when the protection unit 241 is included may be lower than the second threshold value when the protection unit 241 is not included. According to an embodiment, when the second detection signal is output in the form of a pulse signal and the maximum voltage value is higher than a preset second threshold value, the determination unit 250 may determine that a disconnection has occurred in the PE line.

According to an embodiment, when the high level voltage value of the third detection signal is greater than a preset third threshold value, the determination unit 250 may determine that a disconnection has occurred in the PE line. In this case, the third threshold value may be different from the third threshold value when the protection unit 241 is not present. The third threshold value may be changed according to a resistance value of the resistance element included in the protection unit 241 . The third threshold value when the protection unit 241 is included may be lower than the third threshold value when the protection unit 241 is not included.

According to an embodiment, when the low-level voltage value of the first detection signal is greater than a preset first threshold value and the second detection signal is output in the form of a pulse signal, it may be determined that a disconnection has occurred in the PE line. According to the embodiment, when the low level voltage value of the first detection signal is greater than a preset first threshold value and the maximum voltage value of the second detection signal is higher than the preset second threshold value, the determination unit 250 transmits to the PE line. It can be judged that a disconnection has occurred. According to the embodiment, the determination unit 250 determines that the low-level voltage value of the first detection signal is greater than a preset first threshold value, the second detection signal is output in the form of a pulse signal, and the maximum voltage value of the second detection signal is If it is higher than the preset second threshold value, it may be determined that a disconnection has occurred in the PE line.

According to an embodiment, when the high-level voltage value of the third detection signal is greater than a preset third threshold value and the second detection signal is output in the form of a pulse signal, it may be determined that a disconnection has occurred in the PE line. According to the embodiment, when the high level voltage value of the third detection signal is greater than a preset third threshold value and the maximum voltage value of the second detection signal is higher than the preset second threshold value, the It can be judged that a disconnection has occurred. According to an embodiment, the determination unit 250 determines that the high level voltage value of the third detection signal is greater than a preset first threshold value, the second detection signal is output in the form of a pulse signal, and the maximum voltage value of the second detection signal is If it is higher than the preset second threshold value, it may be determined that a disconnection has occurred in the PE line.

According to an embodiment, the low-level voltage value of the first detection signal is greater than a preset first threshold value, the high-level voltage value of the third detection signal is greater than the preset third threshold value, and the second detection signal is a pulse signal If outputted in the form of , it can be determined that a disconnection has occurred in the PE line. According to an embodiment, the determination unit 250 determines that the low-level voltage value of the first detection signal is greater than a preset first threshold value, the high-level voltage value of the third detection signal is greater than the preset third threshold value, and 2 When the maximum voltage value of the detection signal is higher than a preset second threshold value, it may be determined that a disconnection has occurred in the PE line. According to an embodiment, the determination unit 250 determines that the low-level voltage value of the first detection signal is greater than a preset first threshold value, the high-level voltage value of the third detection signal is greater than the preset first threshold value, and The second detection signal is output in the form of a pulse signal, and when the maximum voltage value of the second detection signal is higher than a preset second threshold value, it may be determined that a disconnection has occurred in the PE line.

The determination unit 250 may be implemented by being included in the electric vehicle charge controller, but is not limited thereto. The determination unit 250 may be implemented by being included in a battery management system of an electric vehicle or an integrated power control device. For example, the battery management system or the integrated power control device may receive the first detection signal and the second detection signal and determine whether the PE line is abnormal according to the above.

8 is a circuit diagram of an electric vehicle charge controller corresponding to FIG. 7 .

In the circuit diagram illustrated in FIG. 7 , a detailed description of a portion overlapping with the circuit diagram illustrated in FIG. 5 will be omitted.

The protection unit 241 may include a fourth diode D4 and a ninth resistor R9.

The cathode terminal of the fourth diode D4 may be connected to the second terminal of the ninth resistor R9. The anode terminal of the third diode D3 may be connected to the PE line. The fourth diode D4 may be a device serving to protect a surge voltage. The fourth diode D4 may include at least one of a zener diode and a transient voltage suppressor diode.

A first end of the ninth resistor R9 may be connected to a first end of the eighth resistor R8 . A second end of the ninth resistor R9 may be connected to a cathode terminal of the fourth diode D4 .

The voltage of the second sensing signal output through the output port P3 by the fourth diode D4 and the ninth resistor R9 included in the protection unit 241 may be limited within a predetermined value. If the driving voltage of the determination unit receiving the second sensing signal output from the output port P3 is 5 [V], the protection unit 241 is configured to operate through the fourth diode D4 and the ninth resistor R9. By limiting the voltage of the second detection signal output from the output port P3 to within 5 [V], the system can be protected.

9A to 9D are diagrams for explaining a process of detecting whether a PE line is abnormal according to an embodiment of the present invention.

In FIGS. 9A to 9D , the PE wire Connected region represents a case in which the PE line is connected, that is, in a normal state. In FIGS. 9A to 9D, PE wire Broken indicates a case in which the PE line is broken, that is, an abnormal state. In FIGS. 9A to 9D, C indicates a case in which the state level of the CP signal is state C. In FIGS. In FIGS. 9A to 9D, B indicates a case in which the state level of the CP signal is state B. In FIGS. 9A to 9D , ON indicates a case in which the switch disposed in the connector is turned on. In FIGS. 9A to 9D , OFF indicates a case in which the switch disposed on the connector is turned off.

9A is a diagram illustrating a waveform of a first detection signal according to the electric vehicle charge controller of FIGS. 7 and 8 .

When the PE line is normally connected, a pulse signal that -4.6[V] is output as a low level and 0[V] is output as a high level appears regardless of the status level of the CP signal or the status of the switch placed on the connector.

It can be seen that when the PE line is disconnected, the voltage value of the low level is changed to -2.5 [V]. That is, the voltage value of the low level changes significantly. Accordingly, the determination unit according to an embodiment of the present invention may determine whether the PE line is abnormal by comparing the low-level voltage value of the first detection signal with the first threshold value. For example, when the low-level voltage value of the first detection signal is greater than the first threshold value of -3 [V], it may be determined that the PE line is disconnected.

9B is a diagram illustrating a waveform of a third detection signal according to the electric vehicle charge controller of FIGS. 7 and 8 .

When the PE line is normally connected, a pulse signal of 0 [V] is output at a low level as the third detection signal regardless of the state level of the CP signal or the state of the switch disposed in the connector. On the other hand, according to the state of the CP signal, the third detection signal outputs voltage values of 2.7 [V] (state level C) and 4.13 [V] (state level B) as high levels.

When the PE line is disconnected, the low-level voltage value of the third detection signal may not change. The high-level voltage value of the third detection signal is 3.12 [V] when the switch of the connector is turned on and the status level of the CP signal is C, and 2.82 [V] when the switch of the connector is turned off and the status level of the CP signal is C. , when the switch of the connector is turned on and the state level of the CP signal is C, 5.29 [V], and when the switch of the connector is turned off and the state level of the CP signal is B, it may indicate 4.97 [V].

As described above, according to the embodiment of the present invention, the high-level voltage value of the third sensing signal is changed when the PE line is disconnected. Accordingly, it is possible to determine whether the PE line is abnormal by comparing the high-level voltage value of the third sensing signal according to the embodiment of the present invention and the threshold value. For example, when the high level voltage value of the third detection signal is greater than the third threshold value of 4 [V], it may be determined that the PE line is disconnected.

9C is a diagram illustrating a waveform of a CP signal measured at the electric vehicle power supply side according to the electric vehicle charge controller of FIGS. 7 and 8 .

When the PE line is normally connected, the CP signal (CP signal (EVSE)) measured on the electric vehicle power supply side is -12 [V] to a low level regardless of the state level of the CP signal or the state of the switch placed on the connector. An in-pulse signal is output. On the other hand, according to the state level of the CP signal, the CP signal EVSE outputs voltage values of 6 [V] (state level C) and 8.9 [V] (state level B) as high levels.

When the PE line is disconnected, the low level voltage value of the CP signal EVSE may not change. The high level voltage value of the CP signal (EVSE) is 5.06 [V] when the switch of the connector is turned on and the status level of the CP signal is C, and 5.76 [V] when the switch of the connector is turned off and the status level of the CP signal is C ], 8 [V] when the switch of the connector is turned on and the status level of the CP signal is B, and 8.24 [V] when the switch of the connector is turned off and the status level of the CP signal is B.

In the case of the voltage level of the CP signal measured in EVSE, it can be seen that although the voltage value of the high level shows a change according to the state of the PE line, the change in the voltage value is not large. That is, it can be seen that when the electric vehicle power supply device determines the state of the PE line through the CP signal, there is a high possibility that an error will occur in the determination result.

9D is a diagram illustrating a waveform of a second detection signal according to the electric vehicle charge controller of FIGS. 7 and 8 .

When the PE line is normally connected, the second detection signal is output as a linear signal of approximately 1.5 [V] when the switch disposed on the connector is turned on, and approximately 3 [V] with the switch disposed in the connector turned off is output as a linear signal of

When the PE line is disconnected, the second detection signal may be output in the form of a pulse signal having a low level voltage value of approximately 3 [V] (or 4 [V]) and a high level voltage value of 5 [V].

As described above, it can be seen that the second detection signal is output as a signal in a different form depending on whether the PE line is abnormal. Accordingly, the determination unit according to an embodiment of the present invention may determine whether the PE line is abnormal through the output form of the second detection signal.

According to an embodiment of the present invention, the PE line is abnormal through the low-level voltage value of the first detection signal, the high-level voltage value of the second detection signal, the waveform of the second detection signal, and the high-level voltage value of the third detection signal. In the case of judging whether or not, the judgment accuracy can be increased.

In the above, the embodiment has been mainly described, but this is only an example and does not limit the present invention, and those of ordinary skill in the art to which the present invention pertains are not exemplified above in the range that does not depart from the essential characteristics of the present embodiment. It can be seen that various modifications and applications are possible. For example, each component specifically shown in the embodiment can be implemented by modification. And differences related to such modifications and applications should be construed as being included in the scope of the present invention defined in the appended claims.

10: electric vehicle power supply
20: electric vehicle
200: electric vehicle charge controller
210: CP signal detection unit
220: filter unit
230: CP level control unit
240: PD signal detection unit
250: judgment unit

Claims (9)

It is connected to a CP (control pilot) line of an electric vehicle power supply (EVSE), and detects at least one of a negative edge or a positive edge of a CP signal received from the electric vehicle power supply. a CP signal detection unit generating at least one of a first detection signal and a third detection signal;
a PD signal detection unit configured to detect a PD signal according to whether a connector on the electric vehicle power supply device is connected and an inlet on the electric vehicle side to generate a second detection signal; and
A protective earth (PE) line electrically connecting a protective earth of the electric vehicle power supply device and a chassis ground of the electric vehicle based on at least one of the first detection signal to the third detection signal a judgment unit to determine whether there is an abnormality; including,
The PD signal detection unit,
and a protection unit controlling the voltage level of the PD signal so that the maximum voltage value of the PD signal is smaller than the driving voltage value of the determination unit. According to claim 1,
The first detection signal is
A pulse signal in which a high level voltage value and a low level voltage value are repeatedly output,
The judging unit,
The electric vehicle charge controller for determining that a disconnection has occurred in the PE line when the low-level voltage value of the first detection signal is greater than a preset first threshold value. 3. The method of claim 2,
The judging unit,
When the second detection signal is output in the form of a pulse signal or a similar pulse signal having a high degree of similarity to the pulse signal, it is determined that a disconnection has occurred in the PE line. 4. The method of claim 3,
The judging unit,
When the maximum voltage value of the second detection signal is higher than a preset second threshold value, the electric vehicle charge controller determines that a disconnection has occurred in the PE line. 5. The method of claim 4,
The third detection signal is
A pulse signal in which a high level voltage value and a low level voltage value are repeatedly output,
The judging unit,
The electric vehicle charge controller for determining that a disconnection has occurred in the PE line when the high level voltage value of the third detection signal is greater than a preset third threshold value. 6. The method of claim 5,
The protection unit,
a resistance element having a first end connected to the PD port of the inlet, and
Electric vehicle charge controller including; a diode element having a first end connected to a second end of the resistance element and a second end connected to a PE line of the electric vehicle 7. The method of claim 6,
The diode device is
An electric vehicle charge controller comprising at least one of a control diode (zener diode) and a transient voltage diode (Transient Voltage Suppressor Diode). 8. The method of claim 7,
At least one of the first threshold value to the third threshold value is
An electric vehicle charge controller that is changed according to a resistance value of the resistance element. 9. The method of claim 8,
At least one of the first threshold value to the third threshold value is
An electric vehicle charge controller that decreases as the resistance value of the resistance element increases.

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