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WO2025121799A1 - 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

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Publication number
WO2025121799A1
WO2025121799A1 PCT/KR2024/019339 KR2024019339W WO2025121799A1 WO 2025121799 A1 WO2025121799 A1 WO 2025121799A1 KR 2024019339 W KR2024019339 W KR 2024019339W WO 2025121799 A1 WO2025121799 A1 WO 2025121799A1
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WIPO (PCT)
Prior art keywords
resistor
detection unit
line
electric vehicle
evse
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Pending
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PCT/KR2024/019339
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English (en)
Korean (ko)
Inventor
신광섭
김현웅
송일종
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LG Innotek Co Ltd
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LG Innotek Co Ltd
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Publication of WO2025121799A1 publication Critical patent/WO2025121799A1/fr
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    • 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
    • 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
    • B60L53/30—Constructional details of charging stations
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
    • G01R19/165—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values
    • 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
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • 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
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]

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
  • the EV and EVSE communicate through a charging connector connected between the EVSE and the EV.
  • the charging connector between the EVSE and the EV is connected, signaling for charging is performed between the EVSE and the EV, and then charging begins.
  • 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 CSS1 detection unit for detecting a first charging sequence signal received from an Electric Vehicle Supply Equipment (EVSE) through a CSS1 (charge sequence signal 1) line, a CSS2 detection unit for detecting a second charging sequence signal received from the EVSE through a CSS2 (charge sequence signal 2) line, a negative voltage detection unit for detecting a negative voltage of a connector proximity detection line, and a control unit for determining that a PE (protective earth) between the EVSE and the electric vehicle charging controller is open when a voltage value detected by the negative voltage detection unit is within a predetermined value.
  • a PE protective earth
  • the above control unit can estimate the negative voltage of the voltage value detected by the negative voltage detection unit using a pre-stored voltage matching table.
  • the negative voltage detection unit includes a back-to-back FET (back to back field effect transistor) connected to the connector proximity detection line and a negative voltage monitoring circuit, and the negative voltage monitoring circuit may include a voltage distribution resistor and an OP Amp (operational amplifier).
  • a back-to-back FET back to back field effect transistor
  • the negative voltage monitoring circuit may include a voltage distribution resistor and an OP Amp (operational amplifier).
  • the above voltage distribution resistor unit includes a first resistor and a second resistor, one end of the first resistor is connected to the connector proximity detection 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 device further includes a proximity signal detection unit that is connected to the connector proximity detection line and detects a connector proximity signal of the EVSE, and the proximity signal detection unit may include a voltage distribution resistor unit and an OP Amp (operational amplifier).
  • the above CSS1 detection unit includes a voltage distribution resistor and an operational amplifier (OP Amp), and the control unit can determine whether the first charging sequence signal is received based on the voltage value detected by the CCS1 detection unit.
  • OP Amp operational amplifier
  • the above voltage distribution resistor unit includes a first resistor and a second resistor, one end of the first resistor is connected to the CSS1 line, 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 more.
  • the above CCS2 detection unit includes a voltage distribution resistor and an operational amplifier (OP Amp), and the control unit can determine whether a second charging sequence signal is received based on the voltage value detected by the CCS2 detection unit.
  • OP Amp operational amplifier
  • the above voltage distribution resistor unit includes a first resistor and a second resistor, one end of the first resistor is connected to the CSS2 line, 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 more.
  • a charging control method of an electric vehicle charging controller includes the steps of detecting a first charging sequence signal received from an electric vehicle supply equipment (EVSE) through a CSS1 (charge sequence signal 1) line, detecting a second charging sequence signal received from the EVSE through a CSS2 (charge sequence signal 2) line, detecting a voltage of a connector proximity detection line, and determining that a PE (protective earth) between the EVSE and the electric vehicle charging controller is open when the voltage value detected from the connector proximity detection line is within a predetermined value.
  • EVSE electric vehicle supply equipment
  • the step of determining that the above PE is open may include a step of estimating a negative voltage of a voltage value detected from the connector proximity detection line using a pre-stored voltage matching table.
  • 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. According to an embodiment of the present invention, while reducing costs by replacing expensive components with inexpensive components, it is possible to quickly and accurately detect a PE open between an EVSE and an EV.
  • 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 charging interface between an EVSE and an EV.
  • FIGS. 6 and 7 are equivalent circuit diagrams of a charging interface between an EVSE and an EVCC 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 10 pins.
  • the connection part (120) may include a FG pin, an SS1 pin, an SS2 pin, an N/C pin, a DCP pin, a DC+ pin, a DC- pin, a PP pin, a C-H pin, and a C-L pin.
  • the FG pin is a ground pin and can be a reference for the control line.
  • the FG pin can be included in the grounding wire, i.e., PE (protective earth), between the EVSE (20) and the EVCC (100).
  • the SS1 pin and the SS2 pin are pins that receive a charge sequence signal from the EVSE (20), respectively, and can provide a load current to a relay on the EV (10) side.
  • the SS1 pin and the SS2 pin may be referred to as a charge start and stop 1 pin and a charge start and stop 2 pin, respectively, or as a charge sequence signal 1 pin and a charge sequence signal 2 pin.
  • the N/C pin may be a not connected pin.
  • the DCP pin is a pin that transmits a charging permission signal to the EVSE (20), and may be referred to as a charge permission and prohibition pin or a vehicle charge permission pin.
  • the DC- pin and DC+ pin may be rapid terminals that receive power from the EVSE (20).
  • the PP pin is a pin that receives a connector proximity detection signal from the EVSE (20) and may be referred to as a verification of connector connection pin or a connector proximity detection pin.
  • the PP pin may be a pin for verifying the connection of a charging cable.
  • the C-H pin and the C-L pin may be a CAN bus that communicates with the EV bus to set operating parameters.
  • the PP pin confirms the connection of the charging cable
  • the battery information of the EV (10) is transmitted to the EVSE (20) through the C-H pin and the C-L pin
  • the information of the EVSE (20) is transmitted to the EV (10), and a compatibility test between the EV (10) and the EVSE (20) may be performed.
  • the end of the EVSE (20) side connector may also have a shape corresponding to the end of the EV (10) side connector.
  • the end of the EVSE (20) side connector may include a pin corresponding to the SS1 pin of FIG. 4 for transmitting a first charging sequence signal to the EV (10), a pin corresponding to the SS2 pin of FIG. 4 for transmitting a second charging sequence signal to the EV (10), a pin corresponding to the PP pin of FIG. 4 for transmitting a connector proximity detection signal to the EV (10), a pin corresponding to the DCP pin of FIG. 4 for receiving a charging permission signal from the EV (10), and a rapid terminal corresponding to the DC- pin and the DC+ pin of FIG. 4 for transmitting power to the EV (10).
  • the end of the EVSE (20) side connector may further include a pin corresponding to at least one of the FG pin, N/C pin, C-H pin, and C-L pin of Fig. 4.
  • 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 charging interface between an EVSE and an EV.
  • the charging interface 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.
  • a first charge sequence signal is transmitted from the EVSE (20) to the EV (10) side through the SS1 line, i.e., charge sequence signal 1 (CSS 1) line, and accordingly, current flows to the EV side optocoupler f.
  • SCS 1 charge sequence signal 1
  • a second charging sequence signal is transmitted from the EVSE (20) to the EV (10) through the SS2 line, i.e., the charging sequence signal 2 (CSS 2) line, and accordingly, current flows to the optocoupler g on the EV (10) side.
  • SCS 2 charging sequence signal 2
  • the EV (10) side can detect whether the connector is properly connected.
  • the battery relay on the EV (10) side is turned ON so that charging can begin.
  • the order of transmitting the first charging sequence signal from the EVSE (20) to the EV (10), transmitting the second charging sequence signal from the EVSE (20) to the EV (10), transmitting the connector proximity detection signal from the EVSE (20) to the EV (10), and transmitting the charging permission signal from the EV (10) side to the EVSE (20) is not limited thereto.
  • the order of transmitting the first charging sequence signal from the EVSE (20) to the EV (10), transmitting the connector proximity detection signal from the EVSE (20) to the EV (10), transmitting the charging permission signal from the EV (10) side to the EVSE (20), and transmitting the second charging sequence signal from the EVSE (20) to the EV (10) side may be performed.
  • Terminal Item Minimum value Typical value Maximum value Unit Charge sequence signal 1 Load current(when d1 ON) 10 2000 mA Charge sequence signal 2 Load current(when d1 an d2 ON) 10 2000 mA Connector proximity detection Resistor R3 950 1000 1050 ⁇ On-board DC 12V 8 12 16 V Vehicle charge permission Resistor R4 190 200 210 ⁇ Vehicle charge permission Load current (leakage current) between a-b when switch k OFF 2 mA Vce(collector-emitter voltage of transistor "k”) at collector current 10mA 0.5 V
  • the detection unit (130) detects a PE (protective earth) open between the EV (10) and the EVSE (20).
  • PE means a grounding wire between the EVCC (100) and the EVSE (20)
  • PE open means a state in which the grounding wire between the EVCC (100) and the EVSE (20) is disconnected.
  • PE open may also be referred to as a broken PE.
  • the connector proximity detection line i.e., the PP line
  • the on-board control power line so that a closed circuit is formed between the PP line and the DCP line, i.e., the vehicle charge permission line.
  • the PP line operates as a pseudo grounding wire, so that even if the original grounding wire is disconnected, the optocoupler f and the optocoupler g are not turned off and the charging procedure continues due to the existence of the pseudo grounding wire.
  • a false-drive preventing circuit can be applied to prevent an unintended current flow during charging.
  • the change in the output state of the optocoupler f or the optocoupler g can be used to detect PE open.
  • the optocoupler is an expensive component, and the change in the output state of the optocoupler f or the optocoupler g does not necessarily mean PE open, a faster and more accurate PE open detection method is required.
  • a circuit diagram of a charging interface between an EVSE and an EV is changed to implement a low-cost, fast, and accurate PE open structure.
  • FIGS. 6 and 7 are equivalent circuit diagrams of a charging interface between an EVSE and an EVCC according to one embodiment of the present invention.
  • the EVSE (20) and the EVCC (100) are connected by a charge sequence signal 1 (CSS 1) line, a charge sequence signal 2 (CSS 2) line, a connector proximity detection (PP) line, a vehicle charge permission (DCP) line, and a PE (protective earth) line, i.e., a ground winding line.
  • the connection part (120) of the EVCC (100) may include a CSS1 line, a CSS2 line, a PP line, a DCP line, and a PE line.
  • the detection unit (130) of the EVCC (100) includes a CSS1 detection unit (600) connected to the CSS1 line and detecting a first charging sequence signal received from the EVSE (20), a CSS2 detection unit (610) connected to the CSS2 line and detecting a second charging sequence signal received from the EVSE (20), a negative voltage detection unit (620) connected to the PP line and detecting a negative voltage of the PP line, and a proximity signal detection unit (630) connected to the PP line and detecting a connector proximity signal of the EVSE (20).
  • a CSS1 detection unit 600
  • a CSS2 detection unit (610) connected to the CSS2 line and detecting a second charging sequence signal received from the EVSE (20)
  • a negative voltage detection unit (620) connected to the PP line and detecting a negative voltage of the PP line
  • a proximity signal detection unit (630) connected to the PP line and detecting a connector proximity signal of the EVSE (20).
  • control unit (120) of the EVCC (100) includes a CSS1 MCU (600M) which generates a charging control signal using the detection value of the CSS1 detection unit (600), a CSS2 MCU (610M) which generates a charging control signal using the detection value of the CSS2 detection unit (610), a PE open MCU (620M) which generates a charging control signal for PE open using the detection value of the negative voltage detection unit (620), and a PP MCU (630M) which generates a charging control signal using the detection value of the proximity signal detection unit (630).
  • a CSS1 MCU 600M
  • CSS2 MCU which generates a charging control signal using the detection value of the CSS2 detection unit (610)
  • PE open MCU (620M) which generates a charging control signal for PE open using the detection value of the negative voltage detection unit (620
  • PP MCU (630M) which generates a charging control signal using the detection value of the proximity signal detection unit (630).
  • the CSS1 MCU (600M), the CSS2 MCU (610M), the PE open MCU (620M), and the PP MCU (630M) are illustrated as being independent MCUs, they are not limited thereto, and the CSS1 MCU (600M), the CSS2 MCU (610M), the PE open MCU (620M), and the PP MCU (630M) may be implemented as a single integrated MCU.
  • the PE open MCU (620M) is connected to the negative voltage detection unit (620), and when the voltage value detected by the negative voltage detection unit (620) is within a predetermined value, it is determined that the PE (protective earth) between the EVSE (20) and the EVCC (100) is open.
  • a closed circuit is formed between the grounding wire and the DCP line, and the voltage value applied to the PP line becomes 0 V.
  • a negative voltage is applied to the PP line. Accordingly, in an embodiment of the present invention, the PE open is detected by using the voltage value applied to the PP line.
  • the negative voltage detection unit (620) includes a dual FET (622) connected to the PP line and a negative voltage monitoring circuit (624).
  • the false-drive preventing circuit of FIG. 5 can be omitted due to the dual FET.
  • the dual FET (622) can include two FETs (Q4, Q5) connected back to back. Accordingly, in the present specification, the dual FET (622) may be referred to as a back-to-back FET.
  • the back-to-back FET is arranged between the first node (N1) of the PP line and the onboard DC 12 V.
  • the back-to-back FET has two FETs (Q4, Q5) connected in series with each other, and their body diodes are connected in opposite directions to block bidirectional current flow.
  • back-to-back FETs When back-to-back FETs are placed between the first node (N1) of the PP line and the onboard DC 12 V, current flow through the PP line from the EVSE (20) toward the EVCC (100) is possible, but current flow through the PP line from the EVCC (100) toward the EVSE (20) is blocked. Accordingly, formation of a closed circuit between the DCP line and the PP line can be prevented even when the PE is open.
  • the negative voltage monitoring circuit (624) is connected to the first node (N1) of the PP line.
  • the negative voltage monitoring circuit (624) may include a voltage-dividing resistor unit and an OP Amp (X4).
  • the voltage-dividing resistor unit may be arranged between the first node (N1) of the PP 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 (R3) and a second resistor (R13), one end of the first resistor (R3) may be connected to the first node (N1) of the PP line, and the other end of the first resistor (R3) may be connected to one end of the second resistor (R13) and the OP Amp (X4).
  • the first resistor (R3) 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. In this way, if the first resistance (R3) of the voltage distribution resistor is designed to be 100 k ⁇ or more, a structure capable of detecting an accurate voltage value can be obtained without electrically affecting the surrounding circuit.
  • the negative voltage monitoring circuit (624) may further include a diode (D3) disposed between the voltage-dividing resistor unit and the OP Amp (X4).
  • 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 (X4). Accordingly, the flow of current from the OP Amp (X4) toward the voltage-dividing resistor unit is blocked, and the negative voltage of the PP line may be monitored.
  • the PE open MCU (620M) is connected to the negative voltage detection unit (620), and if the voltage value detected by the negative voltage detection unit (620) is within a predetermined value, it determines that the PE (protective earth) between the EVSE (20) and the EVCC (100) is open.
  • the PE open MCU (620M) can store in advance a voltage matching table for estimating the negative voltage using the voltage value detected by the negative voltage detection unit (620).
  • Table 3 is an example of a voltage matching table stored in advance by the PE open MCU (620M). For example, if the voltage value detected by the negative voltage detection unit (620) is 0.05 V, the PE open MCU (620M) estimates that the voltage value of the PP line is -1 V.
  • the PE open MCU (620M) estimates that the voltage value of the PP line is -5 V. If the voltage value detected by the negative voltage detection unit (620) is 1.83 V, the PE open MCU (620M) can estimate that the voltage value of the PP line is -8.8 V. In addition, if the voltage value detected by the negative voltage detection unit (620) is 0.68 V to 3.08 V, the PE open MCU (620M) can determine that a significant negative voltage is applied to the PP line and determine that PE is in an open state.
  • V PP line voltage value
  • V Detected voltage value
  • the optocoupler f and the optocoupler g of FIG. 5 can be replaced with cheaper elements. That is, according to an embodiment of the present invention, the CSS1 detection unit (600) detects the voltage value of the CSS1 line, and the CSS2 detection unit (610) detects the voltage value of the CSS2 line. To this end, the CSS1 detection unit (600) may include a voltage-dividing resistor unit and an OP Amp (X1), and the CSS2 detection unit (610) may include a voltage-dividing resistor unit and an OP Amp (X2).
  • the CSS1 MCU (600M) estimates the voltage value of the CSS1 line using the result value of the CSS1 detection unit (600) and detects the first charging sequence signal
  • the CSS2 MCU (610M) estimates the voltage value of the CSS2 line using the result value of the CSS2 detection unit (610) and can detect the second charging sequence signal.
  • the control unit (110) can proceed with the next procedure for charging, that is, the procedure of detecting a connector proximity detection signal from the EVSE (20) and transmitting a charging permission signal to the EVSE (20).
  • the optocoupler in the CSS1 line and CSS2 line can be replaced with an OP Amp, so the production cost can be significantly reduced.
  • the CSS1 detection unit (600) may include a voltage distribution resistor unit and an OP Amp (X1).
  • the voltage distribution resistor unit may be arranged between the second node (N2) of the CSS1 line and the OP Amp (X1) to distribute the voltage entering the OP Amp (X1).
  • the voltage distribution resistor unit may include a first resistor (R111) and a second resistor (R5), one end of the first resistor (R111) may be connected to the second node (N2) of the CSS1 line, and the other end of the first resistor (R111) may be connected to one end of the second resistor (R5) and the OP Amp (X1).
  • the first resistor (R111) 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 CSS2 detection unit (610) may include a voltage distribution resistor unit and an OP Amp (X2).
  • the voltage distribution resistor unit may be arranged between the third node (N3) of the CSS2 line and the OP Amp (X2) to distribute the voltage entering the OP Amp (X2).
  • the voltage distribution resistor unit may include a first resistor (R8) and a second resistor (R7), one end of the first resistor (R8) may be connected to the second node (N2) of the CSS2 line, and the other end of the first resistor (R8) may be connected to one end of the second resistor (R7) and the OP Amp (X2).
  • the first resistor (R8) 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 CSS1 detection unit (600) and the CSS2 detection unit (610) each include a resistor for voltage distribution
  • the CSS1 detection unit (600) and the CSS2 detection unit (610) can obtain a result value lower than 12 V, for example, a result value of about 3 V
  • the control unit (120) can estimate the voltage values of the CSS1 line and the CSS2 line using the result values of the CSS1 detection unit (600) and the CSS2 detection unit (610).
  • the control unit (120) can also detect a high voltage value of the CSS1 line and the CSS2 line, for example, a voltage value of 12 V or more and 16 V or less.
  • the voltage distribution resistors of the CSS1 detection unit (600) and the CSS2 detection unit (610) include a high first resistance of 100 k ⁇ or more according to an embodiment of the present invention, the electrical influence of the CSS1 detection unit (600) and the CSS2 detection unit (610) on the PP line can be minimized, and thus the accuracy of negative voltage detection of the PP line can be increased.
  • the proximity signal detection unit (630) may also include a voltage-dividing resistor unit and an OP Amp (X3).
  • the voltage-dividing resistor unit may be arranged between the first node (N1) of the PP 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 (R10) and a second resistor (R11), one end of the first resistor (R11) may be connected to the first node (N1) of the PP line, and the other end of the first resistor (R10) may be connected to one end of the second resistor (R11) and the OP Amp (X3).
  • the first resistor (R11) 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 proximity signal detection unit (630) includes a high first resistor (R11) of 100 k ⁇ or more, the electrical influence of the proximity signal detection unit (630) on the PP line can be minimized, and thus the accuracy of negative voltage detection of the PP line can be increased.
  • a dual FET (622), a negative voltage monitoring circuit (624), and a proximity signal detection unit (630) may be connected to the first node (N1) of the PP line. Accordingly, in a normal state, a proximity detection signal is transmitted from the EVSE (20) toward the EVCC (100) through the dual FET (622), and the proximity detection signal can be detected by the proximity signal detection unit (630). In addition, in a state where PE is open, a closed circuit between the DCP line and the PP line is prevented by the dual FET (622), and a negative voltage applied to the PP line can be detected by the negative voltage monitoring circuit (624).

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

Abstract

Un dispositif de commande de charge de véhicule électrique (EVCC) selon un mode de réalisation de la présente invention comprend : une unité de détection de signal 1 de séquence de charge (CSS1) pour détecter un premier signal de séquence de charge reçu en provenance d'un équipement d'alimentation de véhicule électrique (EVSE) par l'intermédiaire d'une ligne CSS1 ; une unité de détection de CSS2 pour détecter un second signal de séquence de charge reçu en provenance de l'EVSE par l'intermédiaire d'une ligne CSS2 ; une unité de détection de tension négative pour détecter une tension négative d'une ligne de détection de proximité de connecteur ; et une unité de commande pour déterminer qu'une terre de protection (PE) entre l'EVSE et le dispositif de commande de charge de véhicule électrique est ouverte lorsqu'une valeur de tension détectée par l'unité de détection de tension négative est dans une valeur prescrite.
PCT/KR2024/019339 2023-12-05 2024-11-29 Dispositif de commande de charge de véhicule électrique et son procédé de commande de charge Pending WO2025121799A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2023-0174618 2023-12-05
KR1020230174618A KR20250085395A (ko) 2023-12-05 2023-12-05 전기 자동차 충전 컨트롤러 및 그의 충전 제어 방법

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WO2025121799A1 true WO2025121799A1 (fr) 2025-06-12

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KR (1) KR20250085395A (fr)
WO (1) WO2025121799A1 (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

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