[go: up one dir, main page]

WO2025121798A1 - Dispositif de commande de charge de véhicule électrique et son procédé de commande de charge - Google Patents

Dispositif de commande de charge de véhicule électrique et son procédé de commande de charge Download PDF

Info

Publication number
WO2025121798A1
WO2025121798A1 PCT/KR2024/019336 KR2024019336W WO2025121798A1 WO 2025121798 A1 WO2025121798 A1 WO 2025121798A1 KR 2024019336 W KR2024019336 W KR 2024019336W WO 2025121798 A1 WO2025121798 A1 WO 2025121798A1
Authority
WO
WIPO (PCT)
Prior art keywords
line
voltage
electric vehicle
evse
detection unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/KR2024/019336
Other languages
English (en)
Korean (ko)
Inventor
신광섭
김현웅
송일종
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
LG Innotek Co Ltd
Original Assignee
LG Innotek Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by LG Innotek Co Ltd filed Critical LG Innotek Co Ltd
Publication of WO2025121798A1 publication Critical patent/WO2025121798A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R15/00—Details of measuring arrangements of the types provided for in groups G01R17/00 - G01R29/00, G01R33/00 - G01R33/26 or G01R35/00
    • G01R15/04—Voltage dividers
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/005—Testing of electric installations on transport means
    • G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • G01R31/52—Testing for short-circuits, leakage current or ground faults
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • G01R31/66—Testing of connections, e.g. of plugs or non-disconnectable joints
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations

Definitions

  • the present invention relates to an electric vehicle, and more particularly, to a charging controller for an electric vehicle and a charging control method thereof.
  • Eco-friendly vehicles such as electric vehicles (EVs) or plug-in hybrid electric vehicles (PHEVs) use electric vehicle supply equipment (EVSE) installed at charging stations to charge their batteries.
  • EVSE electric vehicle supply equipment
  • PE Protected Earth
  • the technical problem to be achieved by the present invention is to provide an electric vehicle charging controller and a charging control method thereof for quickly and accurately detecting PE (protective earth) opening.
  • An electric vehicle charging controller includes a CC1 (Connection Check 1) line for transmitting a signal for detecting a connector connection between an Electric Vehicle Supply Equipment (EVSE) and the electric vehicle charging controller, a CC2 (Connection Check 2) line for transmitting a signal for detecting a connector connection between the EVSE and the electric vehicle charging controller, a first voltage detection unit connected to the CC1 line to detect a voltage of the CC1 line, a second voltage detection unit connected to the CC2 line to detect a voltage of the CC2 line, and a control unit for determining that a protective earth (PE) between the EVSE and the electric vehicle charging controller is open when values detected by the first voltage detection unit and the second voltage detection unit are within a predetermined value, and the second voltage detection unit includes a back to back field effect transistor (FET), a positive voltage monitoring circuit, and a negative voltage monitoring circuit connected to the CC2 line.
  • CC1 Connection Check 1
  • a CC2 Connection Check 2 line
  • PE
  • the above negative voltage monitoring circuit may include a voltage division resistor and an operational amplifier (OP Amp).
  • the above voltage distribution resistor unit includes a first resistor and a second resistor, one end of the first resistor is connected to the CC2 line, and the other end of the first resistor can be connected to one end of the second resistor and the OP Amp.
  • the above first resistance can be 100k ⁇ or greater.
  • the above positive voltage monitoring circuit may include a voltage division resistor and an OP Amp.
  • a signal for detecting a connector connection on the EVSE side can be transmitted through the CC1 line, and a signal for detecting a connector connection on the electric vehicle charging controller side can be transmitted through the CC2 line.
  • the above first voltage detection unit may include a voltage distribution resistor unit and an OP Amp.
  • the above control unit can estimate the negative voltage of the voltage value detected by the negative voltage monitoring circuit using a pre-stored voltage matching table.
  • the device may further include an A+ line to which a signal for enabling the electric vehicle charging controller is transmitted, an A- line to which a signal for enabling the electric vehicle charging controller is transmitted, an A+ detection unit for detecting a voltage of the A+ line, and an A- detection unit for detecting a voltage of the A- line.
  • the above A+ detection unit and the A- detection unit may each include a voltage distribution resistor unit and an OP Amp.
  • the voltage distribution resistors of the A+ detection unit and the A- detection unit each include a first resistor and a second resistor, one end of the first resistor is connected to the A+ line and the A- line, respectively, and the other end of the first resistor is connected to one end of the second resistor and the OP Amp, and the first resistor may be 100 k ⁇ or greater.
  • a charging control method of an electric vehicle charging controller includes a step in which a first voltage detection unit detects a voltage of a CC1 (Connection Check 1) line through which a signal for detecting a connector connection between an EVSE (Electric Vehicle Supply Equipment) and the electric vehicle charging controller is transmitted, a step in which a second voltage detection unit detects a voltage of a CC2 (Connection Check 2) line through which a signal for detecting a connector connection between the EVSE and the electric vehicle charging controller is transmitted, and a step in which, when values detected by the first voltage detection unit and the second voltage detection unit are within a predetermined value, it is determined that a PE (protective earth) between the EVSE and the electric vehicle charging controller is open, and the second voltage detection unit includes a back-to-back FET (back to back field effect transistor), a positive voltage monitoring circuit, and a negative voltage monitoring circuit connected to the CC2 line.
  • a PE protective earth
  • an electric vehicle charging controller capable of quickly and accurately detecting a PE (protective earth) open between an EVSE and an EV can be provided.
  • a PE protective earth
  • fast and accurate PE open detection is possible in all cases: when an enable signal is not transmitted from an EVSE-side auxiliary battery; when an enable signal is transmitted from an EVSE-side auxiliary battery but the ground of the EVSE-side auxiliary battery and the ground of a power source are connected; and when an enable signal is transmitted from an EVSE-side auxiliary battery but the ground of the EVSE-side auxiliary battery and the ground of a power source are not connected.
  • FIGS. 1 to 3 are drawings showing a charging system for an electric vehicle according to one embodiment of the present invention.
  • FIG. 4 is an example of a pinout of a connection part included in an EVCC according to an embodiment of the present invention.
  • Figure 5 is an example of a rapid charging circuit between an EVSE and an EV.
  • FIG. 6 is an equivalent circuit diagram of a charging interface between an EVSE and an EVCC according to one embodiment of the present invention.
  • FIG. 7 is an equivalent circuit diagram between the EVSE and EVCC of the CC2 line according to one embodiment of the present invention.
  • FIG. 8 is an equivalent circuit diagram between an EVSE and an EVCC of a CC1 line according to one embodiment of the present invention.
  • FIG. 9 is an equivalent circuit diagram between the EVSE and EVCC of the A+ line and the A- line according to one embodiment of the present invention.
  • a component when a component is described as being 'connected', 'coupled' or 'connected' to another component, it may include not only cases where the component is directly connected, coupled or connected to the other component, but also cases where the component is 'connected', 'coupled' or 'connected' by another component between the component and the other component.
  • each component when described as being formed or arranged "above or below” each component, above or below includes not only the case where the two components are in direct contact with each other, but also the case where one or more other components are formed or arranged between the two components.
  • it when expressed as "above or below", it can include the meaning of the downward direction as well as the upward direction based on one component.
  • FIGS. 1 to 3 are drawings showing a charging system for an electric vehicle according to one embodiment of the present invention.
  • an electric vehicle (EV) 10 can be charged from an electric vehicle supply equipment (EVSE) 20.
  • a charging cable (22) connected to the EVSE (20) can be connected to an inlet of the EV (10).
  • the EVSE (20) is a facility that supplies AC or DC, and can be placed at a charging station or placed in a home, and can also be implemented to be portable.
  • the EVSE (20) can be used interchangeably with a charging station (supply), an AC charging station (AC supply), a DC charging station (DC supply), a socket-outlet, etc.
  • An electric vehicle charging controller (EVCC, 100) is mounted in the EV (10) and connected to the EV (10).
  • the EVCC (100) may be installed in the trunk of the EV (10), but is not limited thereto.
  • EVCC (100) can communicate with EV (10) and EVSE (20), respectively.
  • EVCC (100) includes a control unit (110), a connection unit (120), and a detection unit (130).
  • the control unit (110) generates a control signal for charging between the EV (10) and the EVSE (20).
  • the control signal for charging generated by the control unit (110) can be transmitted to the EVSE (20) through the connection unit (120) or to the ECU (12) in the EV (10).
  • the connection unit (120) is connected to the EVSE (20) and transmits signals between the control unit (110) and the EVSE (20). For example, the connection unit (120) may transmit a charging-related signal received from the EVSE (20) to the control unit (110) and transmit a control signal for charging generated by the control unit (110) to the EVSE (20). In addition, the connection unit (120) transmits power received from the EVSE (20) to the battery (14) in the EV (10) according to the control signal for charging generated by the control unit (110).
  • the detection unit (130) detects a charging-related signal between the EV (10) and the EVSE (20).
  • the detection unit (130) is connected to the connection unit (120) and the control unit (110), respectively, and can transmit a value detected from the connection unit (120) to the control unit (110).
  • Fig. 4 is an example of a pinout of a connection part included in an EVCC according to an embodiment of the present invention.
  • the pinout exemplified in Fig. 4 may be a shape shown at the end of an EV-side connector.
  • connection part (120) may include a total of 9 pins.
  • the connection part (120) may include a PE pin, a CC1 pin, a CC2 pin, a DC+ pin, a DC- pin, an A+ pin, an A- pin, an S+ pin, and an S- pin.
  • the PE (protective earth) pin is a ground pin and can be a reference for the control line.
  • the PE pin can be included in the grounding wire between the EVSE (20) and the EVCC (100).
  • the CC1 (Connection Check 1) pin and the CC2 (Connection Check 2) pin are pins that transmit and receive signals for detecting the connector connection between the EVSE (20) and the EVCC (100), respectively.
  • the CC1 pin is a pin that recognizes on the EVSE (20) side whether the connector between the EVSE (20) and the EVCC (100) is properly connected
  • the CC2 pin can be a pin that recognizes on the EVCC (100) side whether the connector between the EVSE (20) and the EVCC (100) is properly connected.
  • CC can be an abbreviation for Connection Check or Charging Confirmation.
  • the DC- pin and the DC+ pin can be rapid terminals that receive power from the EVSE (20).
  • the A+ pin and the A- pin may be pins for enabling the EVCC (100) by connecting to the auxiliary battery of the EVSE (20).
  • the A+ pin and the A- pin may be used to enable the EVCC (100) when the ignition of the EV (10) is turned off for charging.
  • the S+ pin and the S- pin are communication lines for setting operating parameters.
  • the end of the EVSE (20) side connector may also have a shape corresponding to the end of the EV (10) side connector.
  • the EVCC (100) can be mounted in the EV (10). Accordingly, the EV (10) side in this specification may mean the EVCC (100).
  • Fig. 5 is an example of a rapid charging circuit between an EVSE and an EV.
  • the rapid charging circuit between an EVSE and an EV may be a circuit diagram in which an end of a connector on the EV (10) side and an end of a connector on the EVSE (20) side are connected.
  • the rated voltage for rapid charging between the EVSE and the EV may be 750 V to 1000 V, the rated current may be 80 A/125 A/200 A/250 A, and the maximum power may be 250 kW.
  • the circuit for rapid charging between the EVSE and the EV may be composed of three high-voltage lines and six signal lines.
  • the high-voltage lines may be a DC+ line, a DC- line, and a PE line connected between the EVSE (20) and the battery of the EV (10).
  • the signal lines may be an A+ line and an A- line for enabling the EVCC (100), a CC1 line and a CC2 line for recognizing whether the connector between the EVSE (20) and the EVCC (100) is properly connected, and an S+ line and an S- line for exchanging data through CAN communication between the EVSE (20) and the EVCC (100).
  • the charging procedure is controlled by signals transmitted between the EVSE (20) and the EVCC (100) through the S+ line and the S- line.
  • the charging procedure may include handshake initiation and recognition, amperage and voltage configuration, charging and suspension of charging.
  • the S+/S- communication lines between the EVSE (20) and the EVCC (100) are connected, and the A+/A- auxiliary battery lines are connected.
  • the EVSE (20) transmits a handshaking signal to the EVCC (100) to confirm the connection of the S+/S- communication lines, and if the EVCC (100) responds positively, the EVSE (20) starts insulation monitoring and then sends an appropriate insulation safety message to the EVCC (100).
  • the EVCC (100) confirms the insulation safety message
  • the EVSE (20) and the EVCC (100) start the next charging parameter configuration step.
  • the EVCC (100) sends the battery charging parameters to the EVSE (20) and the EVSE (20) responds with the maximum output capacity.
  • the EVCC (100) evaluates whether the EV (10) satisfies the charging conditions and then sends a message notifying that the EVCC (100) is ready. If the ready signal of the EVCC (100) is acknowledged, the EVSE (20) checks whether the EVSE (20) is ready and sends the EVSE (20) ready signal back to the EVCC (100).
  • the next charging phase starts.
  • the EVCC (100) sends a charging start signal and the current battery status to the EVSE (20).
  • the EVSE (20) adjusts the output current according to a continuous feedback loop until the EVCC (100) or the EVSE (20) sends a charging stop message.
  • the detection unit (130) detects a PE (protective earth) open between the EV (10) and the EVSE (20).
  • PE means a grounding wire of a high-voltage line between the EVCC (100) and the EVSE (20)
  • PE open means a state in which the grounding wire of the high-voltage line between the EVCC (100) and the EVSE (20) is disconnected.
  • PE open may also be referred to as a broken PE.
  • a circuit diagram of a charging interface between an EVSE and an EV is changed to implement a fast and accurate PE open structure.
  • FIG. 6 is an equivalent circuit diagram of a charging interface between an EVSE and an EVCC according to one embodiment of the present invention
  • FIG. 7 is an equivalent circuit diagram between an EVSE and an EVCC of a CC2 line according to one embodiment of the present invention
  • FIG. 8 is an equivalent circuit diagram between an EVSE and an EVCC of a CC1 line according to one embodiment of the present invention
  • FIG. 9 is an equivalent circuit diagram between an EVSE and an EVCC of an A+ line and an A- line according to one embodiment of the present invention.
  • a circuit for charging between the EVSE (20) and the EV (10) may be composed of three high-voltage lines and six signal lines.
  • the high-voltage lines may be a DC+ line, a DC- line, and a PE line connected between the battery of the EVSE (20) and the EV (10).
  • the signal lines may be connected to the auxiliary battery of the EVSE (20), and may be an A+ line and an A- line for enabling the EVCC (100), a CC1 line and a CC2 line for recognizing whether the connector between the EVSE (20) and the EVCC (100) is properly connected, and an S+ line and an S- line for exchanging data through CAN communication between the EVSE (20) and the EVCC (100).
  • the CC1 line is a line through which a signal is transmitted for the EVSE (20) to recognize whether the connector between the EVSE (20) and the EVCC (100) is properly connected
  • the CC2 line may be a line through which a signal is transmitted for the EVCC (100) to recognize whether the connector between the EVSE (20) and the EVCC (100) is properly connected.
  • the connection status of the EVSE (20) can be confirmed through the CC1 line, and the connection status of the EVCC (100) can be confirmed through the CC2 line.
  • CC may be an abbreviation for Connection Check or Charging Confirmation.
  • the CC1 line in order to wake up the CC1 line, may be connected to the EVCC (100).
  • an additional pin for the CC1 signal may be further arranged in the connector between the EVSE (20) and the EVCC (100).
  • a switch for the CC1 line may be further arranged in the connector between the EVSE (20) and the EVCC (100).
  • the EVCC (100) may further include a switch (S2) and a resistor (R6) connected between the CC1 line and the PE line.
  • the switch (S2) may be connected in series between the CC1 line and the PE line, while the resistor (R6) may be connected in parallel to the switch (S2).
  • a switch (S3) may be further placed between the CC2 line and the power supply (U2) of the EVCC (100).
  • the switch (S3) is opened before entering the charging procedure.
  • the voltage at the detection point (DP 2) can be detected as 0 V
  • the voltage at DP 3 can be detected as 4 V. Accordingly, the switch (S1) and the switch (S2) are turned on, and the charging state is established.
  • a stop message corresponding to the shutdown reason may be transmitted. If the emergency shutdown is triggered during the output circuit detection phase and the subsequent phase, the switch S2 will be opened, and if the emergency shutdown is triggered before the output circuit detection phase, the switch S2 will not be opened.
  • the reasons for triggering the EVCC (100) to enter the emergency shutdown state include: a) if the switch S1 is opened by the EVSE (20), then the voltage at the detection point (DP) 3 between the CC1 line and the control unit (110) of the EVCC (100) becomes 2 V; b) if the vehicle connector is disconnected, then the voltage at the detection point (DP) 3 between the CC1 line and the control unit (110) of the EVCC (100) becomes 0 V; c) If a broken PE of the vehicle connector occurs during charging, the voltage at detection point (DP) 2 between the CC2 line and the control unit (110) of the EVCC (100) becomes -12 V when the switch S3 is open, and the voltage at detection point (DP) 3 between the CC1 line and the control unit (110) of the EVCC (100) becomes 0 V.
  • the voltage at DP 2 changes from 0 V to -12 V
  • the voltage at DP3 changes from 4 V to 0 V.
  • it is intended to detect PE open quickly and accurately by detecting voltage changes in CC2 lines and CC1 lines.
  • the detection unit (130) of the EVCC (100) includes a first voltage detection unit (600) connected to the CC1 line to detect the voltage value of the CC1 line and a second voltage detection unit (610) connected to the CC2 line to detect the voltage value of the CC2 line.
  • the second voltage detection unit (610) may include a negative voltage monitoring circuit (612) that monitors the negative voltage of the CC2 line and a positive voltage monitoring circuit (614) that monitors the positive voltage of the CC2 line.
  • control unit (120) of the EVCC (100) includes a CC1 MCU (600M) that generates a charging control signal using the detection value of the CC1 detection unit (600) and a CC2 MCU (610M) that generates a charging control signal using the detection value of the CC2 detection unit (610).
  • the CC1 MCU (600M) generates a charging control signal using the detection value of the positive voltage monitoring circuit of the CC1 line.
  • the CC2 MCU (610M) may include a CC2 negative voltage monitoring MCU (612M) that generates a charging control signal using the detection value of the negative voltage monitoring circuit (612) of the second voltage detection unit (610) and a CC2 positive voltage monitoring MCU (614M) that generates a charging control signal using the detection value of the positive voltage monitoring circuit (614) of the second voltage detection unit (610).
  • CC1 MCU (600M), the CC2 negative voltage monitoring MCU (612M), and the CC2 positive voltage monitoring MCU (614M) are illustrated as independent MCUs, they are not limited thereto, and the CC1 MCU (600M), the CC2 negative voltage monitoring MCU (612M), and the CC2 negative voltage monitoring MCU (614M) may be implemented as a single integrated MCU.
  • a circuit for waking up the CC2 line may be further arranged on the CC2 line
  • a circuit for waking up the CC1 line may be further arranged on the CC1 line.
  • the PE protecting earth between the EVSE (20) and the EVCC (100) is open. More specifically, when the voltage value of the CC1 line detected by the first voltage detection unit (600) is 0 V and the voltage value of the CC2 line detected by the negative voltage monitoring circuit (612) of the second voltage detection unit (610) is -12 V, it is determined that the PE (protective earth) between the EVSE (20) and the EVCC (100) is open.
  • the voltage value of the CC1 line and the voltage value of the CC2 line may include a predetermined error. For example, if the voltage value of the CC1 line detected by the first voltage detection unit (600) is about 0 V and the voltage value of the CC2 line detected by the negative voltage monitoring circuit (612) of the second voltage detection unit (610) is about -12 V, it can be determined that the PE (protective earth) between the EVSE (20) and the EVCC (100) is open.
  • the voltage value of the CC1 line detected by the first voltage detection unit (600) is 0 V to 0.5 V and the voltage value of the CC2 line detected by the negative voltage monitoring circuit (612) of the second voltage detection unit (610) is -11.5 V to -12.5 V, it can be determined that the PE (protective earth) between the EVSE (20) and the EVCC (100) is open.
  • the second voltage detection unit (610) includes a negative voltage monitoring circuit (612), a positive voltage monitoring circuit (614), and a dual FET (616) connected to the CC2 line.
  • the dual FET (616) may include two FETs connected back to back. Accordingly, in this specification, the dual FET (616) may also be referred to as a back to back FET.
  • the back to back FET is arranged between the first node (N1) of the CC2 line and DC 12 V.
  • the back to back FET is a pair of FETs that are connected in series with each other, but their body diodes are connected in opposite directions to block bidirectional current flow.
  • the negative voltage monitoring circuit (612) is connected to the first node (N1) of the CC2 line.
  • the negative voltage monitoring circuit (612) may include a voltage-dividing resistor unit and an OP Amp (X1).
  • the voltage-dividing resistor unit may be arranged between the first node (N1) of the CC2 line and the OP Amp (X1) to distribute the voltage entering the OP Amp (X1).
  • the voltage-dividing resistor unit may include a first resistor (Ra) and a second resistor (Rb), one end of the first resistor (Ra) may be connected to the first node (N1) of the CC2 line, and the other end of the first resistor (Ra) may be connected to one end of the second resistor (Rb) and the OP Amp (X1).
  • the first resistor (Ra) may be 100 k ⁇ or more, preferably 100 k ⁇ or more and 1000 k ⁇ or less, and more preferably 100 k ⁇ or more and 500 k ⁇ or less.
  • the first resistance (Ra) may be more than twice the second resistance (Rb).
  • the first resistance (Ra) of the voltage distribution resistor is designed to be 100 k ⁇ or more, a structure capable of accurately detecting a voltage value can be obtained by reducing the flow of current through the CC1 line when PE is open, thereby not causing an electrical effect on the peripheral circuit, and not putting a load on the MCU.
  • the negative voltage monitoring circuit (612) may further include a diode (D3) arranged between the voltage-dividing resistor unit and the OP Amp (X1).
  • the cathode of the diode (D3) may be connected to the voltage-dividing resistor unit, and the anode may be connected to the OP Amp (X1). Accordingly, the flow of current from the OP Amp (X1) toward the voltage-dividing resistor unit is blocked, and the negative voltage of the CC2 line can be easily monitored.
  • the CC2 negative voltage monitoring MCU (612M) is connected to the negative voltage monitoring circuit (612), and if the voltage value detected by the negative voltage monitoring circuit (612) is within a predetermined value, it determines that the PE (protective earth) between the EVSE (20) and the EVCC (100) is open. For example, if -12 V is detected in the CC2 negative voltage monitoring MCU (612M), it can be determined that the PE is open.
  • the CC2 negative voltage monitoring MCU (612M) can store in advance a voltage matching table for estimating the negative voltage using the voltage value detected by the negative voltage monitoring circuit (612).
  • the positive voltage monitoring circuit (614) may also include a voltage-dividing resistor unit and an OP Amp (X2).
  • the voltage-dividing resistor unit may be arranged between the first node (N1) of the CC2 line and the OP Amp (X2) to distribute the voltage entering the OP Amp (X2).
  • the voltage-dividing resistor unit may include a first resistor (Rc) and a second resistor (Rd), one end of the first resistor (Rc) may be connected to the first node (N1) of the CC2 line, and the other end of the first resistor (Rc) may be connected to one end of the second resistor (Rd) and the OP Amp (X2).
  • the first resistor (Rc) may be 100 k ⁇ or more, preferably 100 k ⁇ or more and 1000 k ⁇ or less, and more preferably 100 k ⁇ or more and 500 k ⁇ or less.
  • the control unit (120) can also detect a high voltage value of 12 V or more and 16 V or less applied to the input line.
  • the voltage distribution resistor of the positive voltage monitoring circuit (614) includes a high first resistor (Rc) of 100 k ⁇ or more, the electrical influence of the positive voltage monitoring circuit (614) on the CC2 line can be minimized by reducing the current flow when PE is open, so that the accuracy of detecting the negative voltage of the CC2 line can be increased.
  • the connection status and the charging status of the EVCC (100) can be monitored using the voltage value detected by the positive voltage monitoring circuit (614).
  • a negative voltage monitoring circuit (612), a positive voltage monitoring circuit (614), and a dual FET (616) may be connected to a first node (N1) of the CC2 line. Accordingly, in a normal state, a signal for connector connection detection is transmitted in a direction from the EVSE (20) toward the EVCC (100) through the dual FET (616), and the signal for connector connection detection may be detected by the positive voltage monitoring circuit (614). In addition, when the switch S3 is opened and the PE is opened in a charging state, a negative voltage applied to the CC2 line may be detected by the negative voltage monitoring circuit (612).
  • the CC1 detection unit (600) detects the voltage value of the CC1 line.
  • the CC1 MCU (600M) estimates the voltage value of the CC1 line using the result value of the CC1 detection unit (600), and the connection status and charging status of the EVSE (20) can be monitored according to the voltage value of the CC1 line. If the voltage value of the CC1 line is within a predetermined range, it is determined that the PE (protective earth) between the EVSE (20) and the EVCC (100) is open. For example, if the CC1 MCU (600M) detects 0 V, it can be determined that the PE is open.
  • the CC1 detection unit (600) may include a voltage-dividing resistor unit and an OP Amp (X3).
  • the voltage-dividing resistor unit may be arranged between the second node (N2) of the CC1 line and the OP Amp (X3) to distribute the voltage entering the OP Amp (X3).
  • the voltage-dividing resistor unit may include a first resistor (Re) and a second resistor (Rf), one end of the first resistor (Re) may be connected to the second node (N2) of the CC1 line, and the other end of the first resistor (Re) may be connected to one end of the second resistor (Rf) and the OP Amp (X3).
  • the first resistor (Re) may be 100 k ⁇ or more, preferably 100 k ⁇ or more and 1000 k ⁇ or less, and more preferably 100 k ⁇ or more and 500 k ⁇ or less.
  • the voltage distribution resistor of the CC1 detection unit (600) includes a high first resistance of 100 k ⁇ or more, the current flow to the CC1 line may be reduced when PE is opened.
  • an A+ detection unit (620) for detecting the voltage of an A+ line to which a signal for enabling the EVCC (100) is transmitted, and an A- detection unit (630) for detecting the voltage of an A- line to which a signal for enabling the EVCC (100) is transmitted may be further included.
  • a value detected by the A+ detection unit (620) or the A- detection unit (630) is greater than or equal to 0.5 V, it may be determined that an enable signal has been transmitted.
  • the EVCC (100) when the EVCC (100) operates in a low power mode, it may be triggered by the A+ line and the A- line connected to the auxiliary battery of the EVSE (20), and there is a need to detect the voltages of the A+ line and the A- line.
  • the circuit for implementing this may affect the detection performance of the first voltage detection unit (600) for detecting the voltage of the CC1 line and the second voltage detection unit (610) for detecting the voltage of the CC2 line.
  • the A+ detection unit (620) and the A- detection unit (630) so as not to affect the performance of the first voltage detection unit (600) for detecting the voltage of the CC1 line and the second voltage detection unit (610) for detecting the voltage of the CC2 line.
  • the A+ detection unit (620) may include a voltage-dividing resistor unit and an OP Amp (X4).
  • the voltage-dividing resistor unit may be arranged between the third node (N3) of the A+ line and the OP Amp (X4) to distribute the voltage entering the OP Amp (X4).
  • the voltage-dividing resistor unit may include a first resistor (Rg) and a second resistor (Rh), and one end of the first resistor (Rg) may be connected to the third node (N3) of the A+ line, and the other end of the first resistor (Rg) may be connected to one end of the second resistor (Rh) and the OP Amp (X4).
  • the first resistor (Rg) may be 100 k ⁇ or more, preferably 100 k ⁇ or more and 1000 k ⁇ or less, and more preferably 100 k ⁇ or more and 500 k ⁇ or less. According to an embodiment of the present invention, if the voltage distribution resistor of the A+ detection unit (620) includes a high first resistance of 100 k ⁇ or more, the flow of current through the A+ line is reduced when PE is opened, so that the impact on the first voltage detection unit (600) and the second voltage detection unit (610) can be minimized.
  • the A-detector unit (630) may include a voltage-dividing resistor unit and an OP Amp (X5).
  • the voltage-dividing resistor unit may be arranged between the fourth node (N4) of the A-line and the OP Amp (X5) to distribute the voltage entering the OP Amp (X5).
  • the voltage-dividing resistor unit may include a first resistor (Ri) and a second resistor (Rj), one end of the first resistor (Ri) may be connected to the fourth node (N4) of the A-line, and the other end of the first resistor (Ri) may be connected to one end of the second resistor (Rj) and the OP Amp (X5).
  • the first resistor (Ri) may be 100 k ⁇ or more, preferably 100 k ⁇ or more and 1000 k ⁇ or less, and more preferably 100 k ⁇ or more and 500 k ⁇ or less. According to an embodiment of the present invention, if the voltage distribution resistor of the A- detection unit (630) includes a high first resistance of 100 k ⁇ or more, the flow of current through the A+ line is reduced when PE is opened, so that the impact on the first voltage detection unit (600) and the second voltage detection unit (610) can be minimized.
  • the EVCC (100) further includes an A+ detection unit (620) that detects the voltage of the A+ line to which a signal for enabling the EVCC (100) is transmitted, and an A- detection unit (630) that detects the voltage of the A- line to which a signal for enabling the EVCC (100) is transmitted, the influence of the A+ detection unit (620) and the A- detection unit (630) on the PE open detection of the first voltage detection unit (600) and the second voltage detection unit (610) can be minimized.
  • Table 1 shows the results of simulating the performance of the circuit diagrams of Figs. 6 to 9.
  • the current flow is controlled when the PE is open, so it can be seen that the influence of the A+ detection unit (620) and the A- detection unit (630) on the performance of the first voltage detection unit (600) and the second voltage detection unit (610) can be minimized, so that the voltage change amount in the CC1 line and the voltage change amount in the CC2 line can be precisely detected.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif de commande de charge de véhicule électrique (EVCC) selon un mode de réalisation qui comprend : une ligne de vérification de connexion 1 (CC1) à travers laquelle un signal destiné à la détection d'une connexion de connecteur entre un équipement d'alimentation de véhicule électrique (EVSE) et le dispositif de commande de charge de véhicule électrique est transmis ; une ligne de vérification de connexion 2 (CC2) à travers laquelle un signal destiné à la détection d'une connexion de connecteur entre l'EVSE et le dispositif de commande de charge de véhicule électrique est transmis ; une première unité de détection de tension connectée à la ligne CC1 pour détecter une tension de la ligne CC1 ; une deuxième unité de détection de tension connectée à la ligne CC2 pour détecter une tension de la ligne CC2 ; et une unité de commande qui détermine qu'une terre de protection (PE) entre l'EVSE et le dispositif de commande de charge de véhicule électrique est ouverte si les valeurs détectées par la première unité de détection de tension et la deuxième unité de détection de tension sont dans une plage prédéterminée, la deuxième unité de détection de tension comprenant un transistor à effet de champ arrière-arrière (FET) connecté à la ligne CC2, un circuit de surveillance de tension positive et un circuit de surveillance de tension négative.
PCT/KR2024/019336 2023-12-05 2024-11-29 Dispositif de commande de charge de véhicule électrique et son procédé de commande de charge Pending WO2025121798A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR1020230174474A KR20250085323A (ko) 2023-12-05 2023-12-05 전기 자동차 충전 컨트롤러 및 그의 충전 제어 방법
KR10-2023-0174474 2023-12-05

Publications (1)

Publication Number Publication Date
WO2025121798A1 true WO2025121798A1 (fr) 2025-06-12

Family

ID=95980155

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/KR2024/019336 Pending WO2025121798A1 (fr) 2023-12-05 2024-11-29 Dispositif de commande de charge de véhicule électrique et son procédé de commande de charge

Country Status (3)

Country Link
KR (1) KR20250085323A (fr)
TW (1) TW202530039A (fr)
WO (1) WO2025121798A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07131938A (ja) * 1992-11-24 1995-05-19 Seiko Instr Inc 充放電制御回路と充電式電源装置
KR101836740B1 (ko) * 2016-11-28 2018-03-09 현대자동차주식회사 차량 탑재 충전기의 cp 라인 단선/단락 검출 장치
JP2019092331A (ja) * 2017-11-16 2019-06-13 トヨタ自動車株式会社 充電管理装置
KR20210115479A (ko) * 2020-03-13 2021-09-27 엘지이노텍 주식회사 전기 자동차 충전 컨트롤러 및 이를 포함하는 전기 자동차 충전 장치
KR20220119837A (ko) * 2021-02-22 2022-08-30 주식회사 현대케피코 연료전지 차량의 충전기 진단 시스템 및 방법

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07131938A (ja) * 1992-11-24 1995-05-19 Seiko Instr Inc 充放電制御回路と充電式電源装置
KR101836740B1 (ko) * 2016-11-28 2018-03-09 현대자동차주식회사 차량 탑재 충전기의 cp 라인 단선/단락 검출 장치
JP2019092331A (ja) * 2017-11-16 2019-06-13 トヨタ自動車株式会社 充電管理装置
KR20210115479A (ko) * 2020-03-13 2021-09-27 엘지이노텍 주식회사 전기 자동차 충전 컨트롤러 및 이를 포함하는 전기 자동차 충전 장치
KR20220119837A (ko) * 2021-02-22 2022-08-30 주식회사 현대케피코 연료전지 차량의 충전기 진단 시스템 및 방법

Also Published As

Publication number Publication date
TW202530039A (zh) 2025-08-01
KR20250085323A (ko) 2025-06-12

Similar Documents

Publication Publication Date Title
WO2019078616A2 (fr) Appareil de charge de véhicule électrique
WO2019221368A1 (fr) Dispositif, système de batterie et procédé de commande de batterie principale et de batterie secondaire
EP2715861A2 (fr) Système et procédé de gestion de batterie secondaire permettant d'échanger des informations de cellule de batterie
WO2020076127A1 (fr) Dispositif et procédé de gestion de batterie
WO2011083993A2 (fr) Dispositif et procédé de commande de batterie
WO2018147635A1 (fr) Dispositif de commande de charge de véhicule électrique
WO2014077522A1 (fr) Dispositif et procédé de détection de fusion de relais pour système de batterie
WO2017086687A1 (fr) Système et dispositif de mesure de résistance d'isolation
WO2011102576A1 (fr) Dispositif et procédé de diagnostic d'anomalie de circuit d'équilibrage des éléments
WO2014030839A1 (fr) Système de contrôle de relais et procédé de commande de ce dernier
WO2019078589A1 (fr) Bloc-batterie et système d'alimentation le comprenant
WO2018225921A1 (fr) Bloc-batterie et procédé de commande de bloc-batterie
WO2016017963A1 (fr) Appareil de commande de charge rapide de véhicule électrique
WO2014061933A1 (fr) Alimentation électrique à courant continu (cc) sans coupure fournissant une puissance cc sans coupure à une charge
WO2020076126A1 (fr) Dispositif et procédé de gestion de batterie
WO2019151631A1 (fr) Circuit de protection de batterie et bloc-batterie comprenant celui-ci
KR20250130260A (ko) 전기 자동차 충전용 컨트롤러 및 이를 이용한 전기 자동차 고장 검출 방법
WO2015069010A1 (fr) Système d'alimentation électrique en courant continu sans coupure
WO2022080828A1 (fr) Système et procédé de prévention de surcharge de batterie de véhicule
WO2013129736A1 (fr) Appareil et procédé pour charger un terminal portable
WO2025121798A1 (fr) Dispositif de commande de charge de véhicule électrique et son procédé de commande de charge
WO2022146130A1 (fr) Dispositif de commande de charge de véhicule électrique
WO2021157949A1 (fr) Dispositif de commande de charge de véhicule électrique
WO2025121797A1 (fr) Appareil et méthode de détection d'ouverture de conducteur de protection de contrôleur de charge d'un véhicule électrique
WO2025121799A1 (fr) Dispositif de commande de charge de véhicule électrique et son procédé de commande de charge

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 24900984

Country of ref document: EP

Kind code of ref document: A1