KR20220086180A - Electric vehicle charging controller - Google Patents

Abstract

The electric vehicle charge controller according to an embodiment of the present invention turns on the first switch to form a closed circuit between the first power supply of the electric vehicle power supply and the second ground terminal of the electric vehicle. a first sensing unit connected to the unit and outputting a first sensing signal corresponding to an on-off state of the first switch; and a second sequence unit of the electric vehicle power supply device that turns on a second switch to form a closed circuit between the first ground terminal of the electric vehicle power supply device and the first power supply, and turns on/off the second switch a second detection unit outputting a second detection signal corresponding to a state, wherein the first detection unit receives power from the first power supply and outputs the first detection signal (operation amplifier) ) device; and the second sensing unit receives power from the first power source and outputs a second operational amplifier device for outputting the second sensing signal.

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 Electric Vehicle Supply Equipment (EVSE) installed in charging stations to charge batteries. .

To this end, an Electric Vehicle Charging Controller (EVCC) is mounted in the EV, communicates with the EV and EVSE, and controls charging of the electric vehicle.

For example, when the EVCC receives a signal instructing the start of 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, it can control to end charging.

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 charger, and in the case of slow charging, the battery is charged by the AC current supplied to the charger. Therefore, a charger used for fast charging is called a fast charger or a DC charger, and a charger used for slow charging is called a slow charger or an AC charger.

Since the electric vehicle charging system is charged through high-voltage electricity, safety problems such as electric shock or system failure due to reverse current may occur. Accordingly, the electric vehicle charging system controls the charging process through various sequences in order to prevent various problems that may occur during charging in advance, and provides various structures for increasing the stability of the system.

However, the current electric vehicle charging system cannot detect or prevent all of the various problems that may occur during the battery charging process, and a solution is required to solve this problem.

An embodiment is to provide an electric vehicle charge controller capable of accurately detecting a ground line connection state between an electric vehicle and an electric vehicle power supply.

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 the embodiment of the present invention turns on the first switch to form a closed circuit between the first power supply of the electric vehicle power supply and the second ground terminal of the electric vehicle, the first sequence of the electric vehicle power supply a first sensing unit connected to the unit and outputting a first sensing signal corresponding to an on-off state of the first switch; and a second sequence unit of the electric vehicle power supply device that turns on a second switch to form a closed circuit between the first ground terminal of the electric vehicle power supply device and the first power supply, and turns on/off the second switch a second detection unit outputting a second detection signal corresponding to a state, wherein the first detection unit receives power from the first power supply and outputs the first detection signal (operation amplifier) ) device; and the second sensing unit receives power from the first power source and outputs a second operational amplifier device for outputting the second sensing signal.

The first sensing unit may include a first resistance element having a first end connected to an inverting terminal of the first operational amplifier and a second end connected to an output terminal of the first operational amplifier.

The second sensing unit may include a second resistance element having a first terminal connected to an inverting terminal of the second operational amplifier and a second terminal connected to an output terminal of the second operational amplifier.

It may further include; a voltage divider for dividing the voltage supplied to the first sensing unit and the second sensing unit.

The voltage divider may include: a third resistor having a second end connected to a non-inverting terminal of the first operational amplifier; a fourth resistor having a first end connected to a non-inverting terminal of a first operational amplifier and a second end of the third resistor, and a second end connected to the second ground terminal; and a fifth resistor having a first end connected to a first end of the third resistor and a second end connected to a non-inverting terminal of the second operational amplifier.

It may further include; a protection unit that blocks the reverse voltage applied to the electric vehicle power supply device or blocks the reverse voltage applied from the electric vehicle power supply device.

The protection unit may include: a first diode having an anode terminal electrically connected to the electric vehicle power supply and a cathode terminal connected to a first end of the third resistor and a first end of the fifth resistor; and a second diode having an anode terminal connected to the second terminal of the fifth resistor and a non-inverting terminal of the second operational amplifier, and a cathode terminal electrically connected to the electric vehicle power supply.

It may further include; a noise removing unit for removing the noise signal included in the first detection signal and the second detection signal.

The noise removing unit may include: a first capacitor having a first end connected to an output terminal of the first operational amplifier and a second end connected to the second ground terminal; and a second capacitor having a first terminal connected to the output terminal of the second operational amplifier and a second terminal connected to the second ground terminal.

The first sensing unit, the second sensing unit, the voltage dividing unit, and the noise removing unit are connected to a ground line connecting the first ground terminal and the second ground terminal, and are connected to the second ground through the ground line. It can be electrically connected to the terminal.

If the voltage value of the first detection signal is less than a preset threshold value, it is determined that the first ground terminal and the second ground terminal are connected, and if the voltage value of the first detection signal is greater than or equal to the threshold value, the It may further include; a determination unit that determines that the connection between the first ground terminal and the second ground terminal is broken.

According to an embodiment, the safety of the charging system may be improved by detecting whether the ground line between the electric vehicle power supply device and the electric vehicle is open.

By using an operational amplifier element for signal detection, it is possible to prevent damage to the microcontroller due to an abnormal current or the like in advance.

Manufacturing cost can be reduced by using op amp devices for signal sensing.

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 block diagram of an electric vehicle charge controller according to an embodiment of the present invention.
4 is a diagram illustrating a circuit configuration of an electric vehicle charge controller according to a first embodiment of the present invention.
5 is a diagram illustrating a circuit configuration of an electric vehicle charge controller according to a second embodiment of the present invention.
FIG. 6 is a view for explaining a case in which the first ground terminal and the second ground terminal are not connected in FIG. 5 .
7 is a flowchart of a method for determining a connection state according to an embodiment of the present invention.
8 and 9 are diagrams illustrating simulation results of an electric vehicle charge controller 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)", the 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 may include a plug-in hybrid electric vehicle (PHEV) that runs in parallel with an engine using fossil fuel as well as an electric vehicle that runs only with electric energy charged in 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 (53, 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 53 , 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 53 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 53 may be provided in the electric vehicle 20 . The connector 51 and the inlet 53 may be bundled together to be referred to as a coupler. The connector 51 and the inlet 53 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 53 . The inlet 53 and the connector 51 may be connected not only directly, but also through an adapter 52 . According to an embodiment, the adapter 52 is used when the connector 51 and the inlet 53 cannot be directly connected because the standard of the electric vehicle power supply 10 and the charging standard between the electric vehicle 20 are different. can be For example, in order to connect the connector 51 of the electric vehicle power supply 10 according to the CHAdeMO standard specification and the inlet 53 of the electric vehicle 20 according to the chaoji standard specification, the adapter 52 may be used. can

The connector 51 and the inlet 53 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 53, and another 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 . have. 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.

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

Referring to FIG. 3 , the electric vehicle charge controller 200 according to an embodiment of the present invention may include a first sensing unit 210 and a second sensing unit 220 . The electric vehicle charge controller 200 according to an embodiment of the present invention may further include a voltage distribution unit 230 , a protection unit 240 , a noise removing unit 250 , and a determination unit 260 .

The first sensing unit 210 may be connected to the first sequence unit of the electric vehicle power supply device that turns on the first switch to form a closed circuit between the first power supply of the electric vehicle power supply and the second ground terminal of the electric vehicle. have. According to an embodiment, the first sequence unit of the electric vehicle power supply may transmit a signal for starting battery charging to the electric vehicle by turning on the first switch. That is, the first sequence unit turns on the first switch to allow a current to flow in a closed circuit formed between the first power supply of the electric vehicle power supply and the second ground terminal of the electric vehicle, thereby transmitting a signal for starting charging to the electric vehicle side. .

The first detection unit 210 may output a first detection signal corresponding to an on-off state of the first switch. The first sensing unit 210 may output a voltage of a sensing node included in a closed circuit formed between the first power supply of the electric vehicle power supply and the second ground terminal of the electric vehicle as a first sensing signal. According to an embodiment, the first detection signal may correspond to a D1 signal (charging sequence1) of CHAdeMO, which is an electric vehicle charging standard, but is not limited thereto.

The first detection unit 210 may include a first operation amplifier device that receives power from a first power source and outputs a first detection signal. The first sensing unit 210 may include a first resistance element having a first end connected to an inverting terminal of the first operational amplifier and a second end connected to an output terminal of the first operational amplifier.

The second sensing unit 220 may be connected to a second sequence unit of the electric vehicle power supply device that turns on the second switch to form a closed circuit between the first ground terminal and the first power supply of the electric vehicle power supply device. According to an embodiment, the second sequence unit of the electric vehicle power supply may transmit a signal for starting battery charging to the electric vehicle by turning on the second switch. That is, the second sequence unit may transmit a signal for starting charging to the electric vehicle by turning on the second switch to cause a current to flow in a closed circuit formed between the first ground terminal of the electric vehicle power supply and the first power supply.

The second detection unit 220 may output a second detection signal corresponding to an on-off state of the second switch. The second sensing unit 220 may output a voltage of a sensing node included in a closed circuit formed between the first ground terminal of the electric vehicle power supply device and the first power source as a second sensing signal. According to an embodiment, the second detection signal may correspond to a D2 signal (charging sequence2) of CHAdeMO, which is a standard for charging an electric vehicle, but is not limited thereto.

The second sensing unit 220 may include a second operational amplifier element receiving power from the first power source and outputting a second sensing signal. The second sensing unit 220 may include a second resistance element having a first terminal connected to an inverting terminal of the second operational amplifier and a second terminal connected to an output terminal of the second operational amplifier.

The voltage divider 230 may divide the voltage supplied to the first sensing unit 210 and the second sensing unit 220 . The voltage divider 230 may include a plurality of resistors. The sizes of the plurality of resistors included in the voltage divider 230 may be changed by those skilled in the art in consideration of electric vehicle charging standards, and the like.

The protection unit 240 may block the reverse voltage applied to the electric vehicle power supply device or block the reverse voltage applied from the electric vehicle power supply device. The protection unit 240 may include a plurality of diodes. According to an embodiment, at least one diode may be disposed in a closed circuit formed by the first sequence unit, and the other diode may be disposed in a closed circuit formed by the second sequence unit.

The noise removing unit 250 may remove a noise signal included in the first detection signal and the second detection signal. The noise removing unit 250 may include a plurality of capacitors. The plurality of capacitors are connected to a detection node from which a first detection signal is output from the first detection unit 210 and a detection node from which a second detection signal is output from the second detection unit 220, the first detection signal and the second detection signal A noise signal included in the detection signal may be removed. According to an embodiment, the noise removing unit 250 may be a low pass filter, but is not limited thereto.

On the other hand, the first sensing unit 210, the second sensing unit 220, the voltage dividing unit 230 and the noise removing unit 250 are connected to a ground line connecting the first ground terminal and the second ground terminal, It may be electrically connected to the second ground terminal through the ground line. According to an embodiment, the ground line may correspond to a protective conductor line of CHAdeMO, which is a standard for charging an electric vehicle.

The determination unit 260 may determine that the first ground terminal and the second ground terminal are connected when the voltage value of the first detection signal is less than a preset threshold value. When the voltage value of the first detection signal is greater than or equal to the threshold value, the determination unit 260 may determine that the connection between the first ground terminal and the second ground terminal is broken.

The determination unit 260 may be implemented including a microcontroller and a memory. The determination unit 260 may be included in the electric vehicle charge controller 200 , but is not limited thereto. For example, the determination unit 260 may be implemented as a battery management system (BMS) of the electric vehicle.

4 is a diagram illustrating a circuit configuration of an electric vehicle charge controller according to a first embodiment of the present invention.

Referring to FIG. 4 , the electric vehicle charge controller 200 according to the embodiment of the present invention includes a first detection unit 210 , a second detection unit 220 , a voltage distribution unit 230 , a protection unit 240 , It may include a noise removing unit 250 and a determining unit 260 .

The first sensing unit 210 may include a first operational amplifier AMP1 and a first resistor R1 .

The first operational amplifier AMP1 may include a non-inverting (input) terminal, an inverting (input) terminal, a positive power terminal, a negative power terminal, and an output terminal. The non-inverting terminal of the first operational amplifier AMP1 may be connected to the voltage divider 230 . The non-inverting terminal of the first operational amplifier AMP1 may be connected to the second terminal of the fourth resistor R4 . The non-inverting terminal of the second operational amplifier AMP2 may be connected to the first terminal of the third resistor R3 . The inverting terminal of the first operational amplifier AMP1 may be connected to the first terminal of the first resistor R1 . The output terminal of the first operational amplifier AMP1 may be connected to the second terminal of the first resistor R1 . The output terminal of the first operational amplifier AMP1 may be connected to the determination unit 260 . The positive power terminal of the first operational amplifier AMP1 may be connected to the first power source V1 . The negative power terminal of the first operational amplifier AMP1 may be connected to the first ground terminal GND1 . Since the maximum output voltage according to the driving voltage supplied by the positive power terminal and the negative power terminal of the first operational amplifier AMP1 is set, the determination unit 260 connected to the output terminal is configured to provide a first detection signal within a predetermined range. can be input, so it can be protected from inrush current and the like.

The first resistor R1 may have a first end connected to an inverting terminal of the first operational amplifier AMP1 and a second end connected to an output terminal of the first operational amplifier AMP1 .

The second sensing unit 220 may include a second operational amplifier AMP2 and a second resistor R2 .

The second operational amplifier AMP2 may include a non-inverting (input) terminal, an inverting (input) terminal, a positive power terminal, a negative power terminal, and an output terminal. The non-inverting terminal of the second operational amplifier AMP2 may be connected to the voltage divider 230 . The non-inverting terminal of the second operational amplifier AMP2 may be connected to the second terminal of the fifth resistor R5 . The non-inverting terminal of the second operational amplifier AMP2 may be connected to the protection unit 240 . The non-inverting terminal of the second operational amplifier AMP2 may be connected to the anode terminal of the second diode D2 . The inverting terminal of the second operational amplifier AMP2 may be connected to the first terminal of the second resistor R2 . The output terminal of the second operational amplifier AMP2 may be connected to the second terminal of the second resistor R2 . The output terminal of the second operational amplifier AMP2 may be connected to the determination unit 260 . The positive power terminal of the second operational amplifier AMP2 may be connected to the first power source V1 . The negative power terminal of the second operational amplifier AMP2 may be connected to the first ground terminal GND1 . Since the maximum output voltage according to the driving voltage supplied by the positive power terminal and the negative power terminal is set in the second operational amplifier AMP2 , the determination unit 260 connected to the output terminal is connected to the second detection signal within a predetermined range. can be input, so it can be protected from inrush current and the like.

The second resistor R2 may have a first end connected to an inverting terminal of the second operational amplifier AMP2 and a second end connected to an output terminal of the second operational amplifier AMP2 .

The voltage divider 230 may include a plurality of resistors. According to an embodiment, the voltage divider 230 may include a third resistor R3 , a fourth resistor R4 , and a fifth resistor R5 .

A first terminal of the third resistor R3 may be connected to a non-inverting terminal of the first operational amplifier AMP1 . A first end of the third resistor R3 may be connected to a second end of the fourth resistor R4 . A second terminal of the third resistor R3 may be connected to the first ground terminal GND1 .

A first end of the fourth resistor R4 may be connected to a first end of the fifth resistor R5 . A first end of the fourth resistor R4 may be connected to the protection unit 240 . The fourth resistor R4 may have a first terminal connected to the cathode terminal of the first diode D1 . A second end of the fourth resistor R4 may be connected to a first end of the third resistor R3 . A second end of the fourth resistor R4 may be connected to a non-inverting terminal of the first operational amplifier AMP1 .

A first end of the fifth resistor R5 may be connected to a first end of the fourth resistor R4 . The fifth resistor R5 may be connected to the protection unit 240 . A first terminal of the fifth resistor R5 may be connected to the cathode terminal of the first diode D1 . The fifth resistor R5 may be connected to the non-inverting terminal of the second stage second operational amplifier AMP2 . A second end of the fifth resistor R5 may be connected to the protection unit 240 . A second end of the fifth resistor R5 may be connected to the anode terminal of the second diode D2.

The protection unit 240 may include a plurality of diodes. According to an embodiment, the protection unit 240 may include a first diode D1 and a second diode D2.

The first diode D1 may have an anode terminal electrically connected to the electric vehicle power supply. The first diode D1 may have an anode terminal connected to the second power source V2 of the electric vehicle power supply device. Although not shown in the drawing, a first switch may be disposed between the anode terminal of the first diode D1 and the second power source V2. The first diode D1 may have a cathode terminal connected to the voltage divider 230 . The cathode terminal of the first diode D1 may be connected to the first terminal of the fourth resistor R4. The cathode terminal of the first diode D1 may be connected to the first terminal of the fifth resistor R5. The first diode D1 may protect the electric vehicle power supply by blocking a reverse current flowing from the electric vehicle side.

The second diode D2 may have an anode terminal connected to the second sensing unit 220 . The anode terminal of the second diode D2 may be connected to the non-inverting terminal of the second operational amplifier AMP2. The anode terminal of the second diode D2 may be connected to the voltage divider 230 . The anode terminal of the second diode D2 may be connected to the second terminal of the fifth resistor R5. The second diode D2 may have a cathode terminal electrically connected to the electric vehicle power supply. The second diode D2 may have a cathode terminal connected to the second ground terminal GND2 of the electric vehicle power supply device. Although not shown in the drawing, a second switch may be disposed between the cathode terminal of the second diode D2 and the second ground terminal GND2. The second diode D2 may block a reverse current flowing from the electric vehicle power supply device to protect the electric vehicle charge controller.

The noise removing unit 250 may include a plurality of capacitors. According to an embodiment, the noise removing unit 250 may include a first capacitor C1 and a second capacitor C2 .

The first capacitor C1 may be connected to the first sensing unit 210 . The first capacitor C1 may have a first terminal connected to the output terminal of the first operational amplifier AMP1 . A first end of the first capacitor C1 may be connected to the determination unit 260 . The first capacitor C1 may remove noise of the first sensing signal output from the output terminal of the first operational amplifier AMP1 . For example, the first capacitor C1 may protect the determination unit 260 implemented as a microcontroller by removing a high frequency signal included in the first detection signal. The second terminal of the first capacitor C1 may be connected to the first ground terminal GND1.

The second capacitor C2 may be connected to the second sensing unit 220 . A first end of the second capacitor C2 may be connected to an output terminal of the second operational amplifier AMP2. A first end of the second capacitor C2 may be connected to the determination unit 260 . The second capacitor C2 may remove noise of the second sensing signal output from the output terminal of the second operational amplifier AMP2 . For example, the second capacitor C2 may protect the determination unit 260 implemented as a microcontroller by removing a high frequency signal included in the second detection signal.

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

Referring to FIG. 5 , the electric vehicle charge controller 200 according to an embodiment of the present invention includes a first detection unit 210 , a second detection unit 220 , a voltage distribution unit 230 , a protection unit 240 , It may include a noise removing unit 250 and a determining unit 260 .

The first sensing unit 210 may include a first operational amplifier AMP1 and a first resistor R1 .

The first operational amplifier AMP1 may include a non-inverting (input) terminal, an inverting (input) terminal, a positive power terminal, a negative power terminal, and an output terminal. The non-inverting terminal of the first operational amplifier AMP1 may be connected to the voltage divider 230 . The non-inverting terminal of the first operational amplifier AMP1 may be connected to the second terminal of the fourth resistor R4 . The non-inverting terminal of the second operational amplifier AMP2 may be connected to the first terminal of the third resistor R3 . The inverting terminal of the first operational amplifier AMP1 may be connected to the first terminal of the first resistor R1 . The output terminal of the first operational amplifier AMP1 may be connected to the second terminal of the first resistor R1 . The output terminal of the first operational amplifier AMP1 may be connected to the determination unit 260 . The positive power terminal of the first operational amplifier AMP1 may be connected to the first power source V1 . The negative power terminal of the first operational amplifier AMP1 may be connected to the first ground terminal GND1 .

The first resistor R1 may have a first end connected to an inverting terminal of the first operational amplifier AMP1 and a second end connected to an output terminal of the first operational amplifier AMP1 .

The second sensing unit 220 may include a second operational amplifier AMP2 and a second resistor R2 .

The second operational amplifier AMP2 may include a non-inverting (input) terminal, an inverting (input) terminal, a positive power terminal, a negative power terminal, and an output terminal. The non-inverting terminal of the second operational amplifier AMP2 may be connected to the voltage divider 230 . The non-inverting terminal of the second operational amplifier AMP2 may be connected to the second terminal of the fifth resistor R5 . The non-inverting terminal of the second operational amplifier AMP2 may be connected to the protection unit 240 . The non-inverting terminal of the second operational amplifier AMP2 may be connected to the anode terminal of the second diode D2 . The inverting terminal of the second operational amplifier AMP2 may be connected to the first terminal of the second resistor R2 . The output terminal of the second operational amplifier AMP2 may be connected to the second terminal of the second resistor R2 . The output terminal of the second operational amplifier AMP2 may be connected to the determination unit 260 . The positive power terminal of the second operational amplifier AMP2 may be connected to the first power source V1 . The negative power terminal of the second operational amplifier AMP2 may be connected to the first ground terminal GND1 .

The second resistor R2 may have a first end connected to an inverting terminal of the second operational amplifier AMP2 and a second end connected to an output terminal of the second operational amplifier AMP2 .

The voltage divider 230 may include a plurality of resistors. According to an embodiment, the voltage divider 230 may include a third resistor R3 , a fourth resistor R4 , and a fifth resistor R5 .

A first terminal of the third resistor R3 may be connected to a non-inverting terminal of the first operational amplifier AMP1 . A first end of the third resistor R3 may be connected to a second end of the fourth resistor R4 . A second terminal of the third resistor R3 may be connected to the first ground terminal GND1 .

A first end of the fourth resistor R4 may be connected to a first end of the fifth resistor R5 . A first end of the fourth resistor R4 may be connected to the protection unit 240 . The fourth resistor R4 may have a first terminal connected to the cathode terminal of the first diode D1 . A second end of the fourth resistor R4 may be connected to a first end of the third resistor R3 . A second end of the fourth resistor R4 may be connected to a non-inverting terminal of the first operational amplifier AMP1 .

A first end of the fifth resistor R5 may be connected to a first end of the fourth resistor R4 . The fifth resistor R5 may be connected to the protection unit 240 . A first terminal of the fifth resistor R5 may be connected to the cathode terminal of the first diode D1 . The fifth resistor R5 may be connected to the non-inverting terminal of the second stage second operational amplifier AMP2 . A second end of the fifth resistor R5 may be connected to the protection unit 240 . A second end of the fifth resistor R5 may be connected to the anode terminal of the second diode D2.

The protection unit 240 may include a plurality of diodes. According to an embodiment, the protection unit 240 may include a first diode D1 and a second diode D2.

The first diode D1 may have an anode terminal electrically connected to the electric vehicle power supply. The first diode D1 may have an anode terminal connected to the second power source V2 of the electric vehicle power supply device. Although not shown in the drawing, a first switch may be disposed between the anode terminal of the first diode D1 and the second power source V2. The first diode D1 may have a cathode terminal connected to the voltage divider 230 . The cathode terminal of the first diode D1 may be connected to the first terminal of the fourth resistor R4. The cathode terminal of the first diode D1 may be connected to the first terminal of the fifth resistor R5.

The second diode D2 may have an anode terminal connected to the second sensing unit 220 . The anode terminal of the second diode D2 may be connected to the non-inverting terminal of the second operational amplifier AMP2. The anode terminal of the second diode D2 may be connected to the voltage divider 230 . The anode terminal of the second diode D2 may be connected to the second terminal of the fifth resistor R5.

The second diode D2 may have a cathode terminal electrically connected to the electric vehicle power supply. The second diode D2 may have a cathode terminal connected to the second ground terminal GND2 of the electric vehicle power supply device. Although not shown in the drawing, a second switch may be disposed between the cathode terminal of the second diode D2 and the second ground terminal GND2.

The noise removing unit 250 may include a plurality of capacitors. According to an embodiment, the noise removing unit 250 may include a first capacitor C1 and a second capacitor C2 .

The first capacitor C1 may be connected to the first sensing unit 210 . The first capacitor C1 may have a first terminal connected to the output terminal of the first operational amplifier AMP1 . A first end of the first capacitor C1 may be connected to the determination unit 260 . The first capacitor C1 may remove noise of the first sensing signal output from the output terminal of the first operational amplifier AMP1 . For example, the first capacitor C1 may protect the determination unit 260 implemented as a microcontroller by removing a high frequency signal included in the first detection signal. The second terminal of the first capacitor C1 may be connected to the first ground terminal GND1.

The second capacitor C2 may be connected to the second sensing unit 220 . A first end of the second capacitor C2 may be connected to an output terminal of the second operational amplifier AMP2. A first end of the second capacitor C2 may be connected to the determination unit 260 . The second capacitor C2 may remove noise of the second sensing signal output from the output terminal of the second operational amplifier AMP2 . For example, the second capacitor C2 may protect the determination unit 260 implemented as a microcontroller by removing a high frequency signal included in the second detection signal.

The first sensing unit 210 , the second sensing unit 220 , the voltage dividing unit 230 , and the noise removing unit 250 are a ground line connecting the first ground terminal GND1 and the second ground terminal GND2 . can be connected to The negative power terminal of the first operational amplifier AMP1, the second terminal of the third resistor R3, the second terminal of the first capacitor C1, the negative power terminal of the second operational amplifier AMP2, and the first capacitor The second end of (C1) may be connected to the ground line of the electric vehicle. That is, the negative power terminal of the first operational amplifier AMP1, the second terminal of the third resistor R3, the second terminal of the first capacitor C1, the negative power terminal of the second operational amplifier AMP2, and the first The second end of the capacitor C1 may be electrically connected to the first ground terminal GND1 by being connected to the ground line instead of being individually connected to the first ground terminal. The first sensing unit 210 , the second sensing unit 220 , the voltage dividing unit 230 , and the noise removing unit 250 may be electrically connected to the second ground terminal GND2 through a ground line. According to an embodiment, the ground line may correspond to a protective conductor line of CHAdeMO, which is a standard for charging an electric vehicle.

6 is a view for explaining a case in which the first ground terminal and the second ground terminal are not connected in FIG. 5 .

As shown in FIG. 6 , the ground line LINE1 may refer to a line connecting the first ground terminal GND1 of the electric vehicle side and the second ground terminal GND2 of the electric vehicle power supply device. The ground line LINE1 may be divided into a ground line on the electric vehicle power supply side and a ground line on the electric vehicle side. The ground line of the electric vehicle power supply may be connected to the second ground terminal GND2 , and the ground line of the electric vehicle may be connected to the first ground terminal GND1 . The ground line of the electric vehicle power supply side and the ground line of the electric vehicle side may be electrically connected through the coupling of the connector and the inlet.

Meanwhile, as illustrated in FIG. 6 , the ground line of the electric vehicle power supply side and the ground line of the electric vehicle side may not be connected to each other due to poor coupling between the connector and the inlet. In this case, the first ground terminal GND1 connected to the first detecting unit 210 , the second detecting unit 220 , the voltage dividing unit 230 , and the noise removing unit 250 is connected to the second ground terminal GND2 and GND2 . Since they are not electrically connected, a voltage greater than the voltage applied by the second power source V2 may be applied to the voltage divider. For example, even if a voltage of 12 [V] is applied to the second power V2 based on the ground power of the second ground terminal, the voltage divider 230 is connected to the ground power of the first ground terminal, so that 12 A voltage greater than [V] may be applied. Accordingly, the determination unit 260 may determine the electrical connection state of the ground line of the electric vehicle power supply side and the ground line of the electric vehicle side based on the first detection signal.

7 is a flowchart of a method for determining a connection state according to an embodiment of the present invention.

The determination unit 260 may determine an electrical connection state between the second ground terminal of the electric vehicle power supply device and the first ground terminal of the electric vehicle based on the first detection signal.

Referring to FIG. 7 , the determination unit 260 may receive a first detection signal from the first detection unit 210 ( S710 ). According to an embodiment, the detection signal may be an analog signal, and the determination unit 260 may include an analog digital converter (ADC) for converting it into a digital signal.

The determination unit 260 may compare the first detection signal with a preset threshold ( S720 ). According to an embodiment, the determination unit 260 may compare the first detection signal converted into a digital signal with a preset threshold value.

As a result of the comparison, if the voltage value of the first detection signal is smaller than the preset threshold value, the determination unit 260 may determine that the first ground terminal and the second ground terminal are connected ( S730 ). According to an embodiment, when the voltage value of the first detection signal is less than a preset threshold value, the determination unit 260 may determine that the ground line of the electric vehicle power supply device and the ground line of the electric vehicle are normally connected. have.

As a result of the comparison, if the voltage value of the first detection signal is greater than or equal to the threshold value, the determination unit 260 may determine that the connection between the first ground terminal and the second ground terminal is broken ( S740 ). According to the embodiment, when the voltage value of the first detection signal is greater than or equal to a preset threshold value, the determination unit 260 determines that the ground line of the electric vehicle power supply side and the ground line of the electric vehicle are not connected. can do. The determination unit 260 may determine that the connection between the ground line of the electric vehicle power supply device and the ground line of the electric vehicle is disconnected.

8 and 9 are diagrams illustrating simulation results of an electric vehicle charge controller according to an embodiment of the present invention.

According to the embodiment, as shown in FIG. 5 , when the ground line of the electric vehicle power supply side and the ground line of the electric vehicle side are normally connected, as shown in FIG. 8 , the first detection signal has a magnitude of about 1.48 [V] can have a voltage value of

On the other hand, as in FIG. 6 , when the ground line of the electric vehicle power supply side and the ground line of the electric vehicle are not connected, as shown in FIG. 9 , the first detection signal is a voltage of about 2.32 [V]. can have a value.

As shown in FIGS. 8 and 9 , it can be seen that the voltage value of the first detection signal has a significant difference according to the connection state of the ground line of the electric vehicle power supply side and the ground line of the electric vehicle side. Accordingly, the electric vehicle charge controller according to the embodiment of the present invention sets a predetermined threshold value (eg, 2 [V]) and compares the voltage value of the first detection signal to determine the connection state of the ground line. can be accurately detected.

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.

200: electric vehicle charge controller
210: first detection unit
220: second sensing unit
230: voltage divider
240: protection
250: noise canceling unit
260: judgment unit

Claims (11)

It is connected to the first sequence unit of the electric vehicle power supply device that turns on the first switch to form a closed circuit between the first power supply of the electric vehicle power supply device and the second ground terminal of the electric vehicle, and the on/off of the first switch a first detection unit outputting a first detection signal corresponding to the state; and
It is connected to a second sequence unit of the electric vehicle power supply device that turns on a second switch to form a closed circuit between the first ground terminal of the electric vehicle power supply device and the first power source, and the on-off state of the second switch Including; a second detection unit for outputting a second detection signal corresponding to
The first detection unit includes a first operational amplifier (operation amplifier) element receiving power from the first power supply and outputting the first detection signal;
and the second sensing unit, a second operational amplifier element receiving power from the first power source and outputting the second sensing signal. According to claim 1,
The first sensing unit,
and a first resistance element having a first end connected to an inverting terminal of the first operational amplifier and a second end connected to an output terminal of the first operational amplifier. 3. The method of claim 2,
The second sensing unit,
and a second resistance element having a first end connected to an inverting terminal of the second operational amplifier and a second end connected to an output terminal of the second operational amplifier. 4. The method of claim 3,
The electric vehicle charge controller further comprising a; a voltage divider that divides the voltage supplied to the first sensing unit and the second sensing unit. 5. The method of claim 4,
The voltage divider,
a third resistor having a second stage connected to a non-inverting terminal of the first operational amplifier;
a fourth resistor having a first end connected to a non-inverting terminal of a first operational amplifier and a second end of the third resistor, and a second end connected to the second ground terminal; and
and a fifth resistor having a first end connected to a first end of the third resistor and a second end connected to a non-inverting terminal of the second operational amplifier. 6. The method of claim 5,
The electric vehicle charge controller further comprising: a protection unit that blocks the reverse voltage applied to the electric vehicle power supply device or blocks the reverse voltage applied from the electric vehicle power supply device. 7. The method of claim 6,
The protection unit,
a first diode having an anode terminal electrically connected to the electric vehicle power supply and a cathode terminal connected to a first end of the third resistor and a first end of the fifth resistor; and
and a second diode having an anode terminal connected to the second terminal of the fifth resistor and a non-inverting terminal of the second operational amplifier, and a cathode terminal electrically connected to the electric vehicle power supply. 8. The method of claim 7,
The electric vehicle charge controller further comprising a; a noise removing unit for removing the noise signal included in the first detection signal and the second detection signal. 9. The method of claim 8,
The noise removing unit,
a first capacitor having a first end connected to an output terminal of the first operational amplifier and a second end connected to the second ground terminal; and
and a second capacitor having a first end connected to an output terminal of the second operational amplifier and a second end connected to the second ground terminal. 10. The method of claim 9,
The first sensing unit, the second sensing unit, the voltage dividing unit and the noise removing unit,
An electric vehicle charge controller connected to a ground line connecting the first ground terminal and the second ground terminal, and electrically connected to the second ground terminal through the ground line. 11. The method of claim 10,
If the voltage value of the first detection signal is less than a preset threshold, it is determined that the first ground terminal and the second ground terminal are connected,
and a determination unit determining that the connection between the first ground terminal and the second ground terminal is broken when the voltage value of the first detection signal is greater than or equal to the threshold value.

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