KR20240138418A - Controller for electric vehicle charging - Google Patents

Abstract

According to the present embodiment, an electric vehicle charging controller includes: a signal line unit connected to an inlet and transmitting and receiving a communication signal with an electric vehicle charging device through the inlet; a first power supply unit connected to the signal line unit and supplying a first voltage to the signal line unit; a second power supply unit connected to the inlet and supplying a second voltage to the signal line unit; a relay disposed between the inlet and the second power supply unit; and a control unit controlling voltage supply to the signal line unit through the first and second power supplies and detecting a failure type of the signal line unit.

Description

Controller for electric vehicle charging

The present invention relates to a controller for charging an electric vehicle.

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.

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

For example, when the EVCC receives a signal from an electric vehicle instructing charging to start, it can control charging to start, and when it receives a signal from the electric vehicle instructing charging to end, it can control charging to end.

The charging method of electric vehicles can be divided into rapid charging and slow charging depending on the charging time. In the case of rapid charging, the battery is charged by the direct current supplied from the charger, and in the case of slow charging, the battery is charged by the alternating current supplied to the charger. Therefore, the charger used for rapid charging is called a rapid charger or a direct current charger, and the charger used for slow charging is called a slow charger or an alternating current charger.

Electric vehicles control charging by communicating with electric vehicle charging devices through PLC (Power Line Communication) communication and PWM (Pulse Width Modulation) communication. Such communication is performed through CP (Control Pilot) signal lines or CAN signal lines, so electric vehicles check whether the communication signal lines are operating normally.

However, in the process of checking whether the existing communication signal line is operating normally, it is only possible to check whether a fault has occurred in the entire communication signal line extending from the electric vehicle charging device to the electric vehicle. In the existing electric vehicle charging system, since it checks whether the communication signal is normally received or not, it is impossible to identify the location of the fault in the communication signal line. In other words, it is impossible to identify whether there is a problem with the communication signal line on the electric vehicle side or with the communication signal line on the electric vehicle charging device side. In addition, it is impossible to identify what type of fault has occurred when a fault occurs. Accordingly, there is a problem that it is difficult to immediately respond to the fault.

The technical problem to be solved by the present invention is to provide a controller for charging an electric vehicle.

In order to solve the above technical problem, an electric vehicle charging controller according to an embodiment of the present invention includes: a signal line unit connected to an inlet and transmitting and receiving a communication signal with an electric vehicle charging device through the inlet; a first power supply unit connected to the signal line unit and supplying a first voltage to the signal line unit; a second power supply unit connected to the inlet and supplying a second voltage to the signal line unit; a relay disposed between the inlet and the second power supply unit; and a control unit controlling voltage supply to the signal line unit through the first and second power supplies and detecting a failure type of the signal line unit.

The above control unit can control the first voltage to be supplied to the signal line unit through the first power supply unit or the second voltage to be supplied to the signal line unit through the second power supply unit when the electric vehicle charging device is not connected to the inlet.

The above control unit can control the relay to be turned on and the second voltage to be supplied to the signal line unit through the second power supply unit.

The above control unit can determine that the fault type of the signal line section is a ground short (GND SHORT) when the voltage level of the third voltage corresponding to the first voltage is the first level, and can determine that there is no ground short in the signal line section when the voltage level of the third voltage corresponding to the first voltage is the second level.

The control unit may determine that the fault type of the signal line section is a harness open when the voltage level of the fourth voltage corresponding to the second voltage is the first level, and may determine that there is no harness open in the signal line section when the voltage level of the fourth voltage corresponding to the second voltage is the second level.

The above control unit can stop supplying the first voltage and the second voltage through the first voltage supply unit and the second voltage supply unit and turn off the relay in a state where a fault is not detected or in a state where the electric vehicle charging device is connected to the inlet.

The first power supply unit may include a fourth resistor having a first terminal connected to the power supply unit; a second diode having an anode terminal connected to a second terminal of the fourth resistor; and a second switching element having a first terminal connected to a cathode terminal of the second diode and a second terminal connected to the signal line unit.

The second power supply unit may include a fifth resistor having a first terminal connected to the power supply unit; a third diode having an anode terminal connected to a second terminal of the fifth resistor; and a third switching element having a first terminal connected to a cathode terminal of the third diode and a second terminal connected to the relay.

The above signal line section may include a first signal line that receives a CAN signal, receives a high signal, has a first node connected to the inlet, and has a second node connected to a CAN IC device; and a second signal line that receives a low signal, has a first node connected to the inlet, and has a second node connected to a CAN IC device.

It may include a switching unit connecting the first and second signal lines and the control unit.

According to the present embodiments, it is possible to detect a fault in a communication signal line of an electric vehicle without being connected to an electric vehicle charging equipment (EVSE).

Additionally, it can detect defective types of communication signal lines in electric vehicles.

Additionally, it can detect and isolate faults in electric vehicle supply systems (EVSE) and electric vehicles.

In addition, by disconnecting the fault detection line and signal line section in a state other than fault detection, loss and distortion of RF signals used in PLC communication can be prevented.

FIG. 1 is a drawing showing an electric vehicle charging system according to an embodiment of the present invention.
FIG. 2 is a configuration diagram of a controller for charging an electric vehicle according to an embodiment of the present invention.
Figure 3 is a drawing to explain that signal loss occurs in an RF signal of a CP line.
FIG. 4 is a diagram showing a circuit of an electric vehicle charging controller according to a first embodiment of the present invention.
FIG. 5 is a drawing showing the operation of an electric vehicle charging controller according to a first process according to a first embodiment of the present invention.
FIG. 6 is a drawing showing the operation of an electric vehicle charging controller according to a second process according to the first embodiment of the present invention.
FIG. 7 is a drawing showing the operation of an electric vehicle charging controller according to a third process according to the first embodiment of the present invention.
FIG. 8 is a diagram showing a circuit of an electric vehicle charging controller according to a second embodiment of the present invention.
FIG. 9 is a drawing showing the operation of an electric vehicle charging controller according to a first process according to a second embodiment of the present invention.
FIG. 10 is a drawing showing the operation of an electric vehicle charging controller according to a second process according to a second embodiment of the present invention.
FIG. 11 is a drawing showing the operation of an electric vehicle charging controller according to a third process according to a second embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings.

However, the technical idea of the present invention is not limited to some of the embodiments described, but can be implemented in various different forms, and within the scope of the technical idea of the present invention, one or more of the components among the embodiments can be selectively combined or substituted for use.

In addition, terms (including technical and scientific terms) used in the present embodiment can be interpreted as having a meaning that can be generally understood by a person of ordinary skill in the technical field to which the present embodiment belongs, unless explicitly and specifically defined and described, and terms that are commonly used, such as terms defined in a dictionary, can be interpreted in consideration of the contextual meaning of the relevant technology.

Additionally, the terms used in the present examples are for the purpose of describing the embodiments and are not intended to limit the present invention.

In this specification, the singular may also include the plural unless specifically stated otherwise in the phrase, and when it is described as "A and/or at least one (or more) of B, C", it may include one or more of all combinations that can be combined with A, B, C.

In addition, in describing the components of the present embodiment, terms such as first, second, A, B, (a), (b), etc. may be used. These terms are only intended to distinguish the components from other components, and are not intended to limit the nature, order, or sequence of the components.

And, when a component is described as being 'connected', 'coupled', or 'connected' to another component, it may include not only cases where the component is 'connected', 'coupled', or 'connected' directly 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.

In addition, 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. In addition, when expressed as "above" or "below", the meaning of the downward direction as well as the upward direction based on one component may be included.

FIG. 1 is a drawing showing an electric vehicle charging system according to an embodiment of the present invention.

Referring to FIG. 1, an electric vehicle charging system according to an embodiment of the present invention may include an electric vehicle supply equipment (EVSE, 10) and an electric vehicle (EV, 20).

The electric vehicle charging device (10) 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 electric vehicle charging device (10) 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 (20) can charge a battery equipped in the electric vehicle from an electric vehicle charging device (10). To this end, a charging cable connected to the electric vehicle charging device (10) can be connected to an inlet of the electric vehicle (20). The electric vehicle (20) can be equipped with an electric vehicle charging controller (EVCC) to charge the battery. The electric vehicle charging controller can communicate with the electric vehicle (20). The electric vehicle charging controller can communicate with the electric vehicle charging device (10). The electric vehicle charging controller can be connected to the electric vehicle (20) through a plurality of pins. The electric vehicle charging controller can be connected to the electric vehicle charging device (10) through a plurality of pins.

The electric vehicle charging controller includes a plurality of pins connected to an electric vehicle charging device (10), and can communicate with the electric vehicle charging device (10) through these pins. For example, one of the plurality of pins may be a CP port pin for receiving a CP (Control Pilot) signal from the electric vehicle charging device (10), another may be a PD (Proximity Detection) port pin for detecting the proximity of a charging cable connector, and another may be a Protective Earth (PE) port pin connected to the protective ground of the electric vehicle charging device (10). Another of the plurality of pins may be a pin for driving a motor for opening a fuel tank flap, another may be a pin for sensing the motor, another may be a pin for temperature sensing, another may be a pin for LED sensing, and another 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), another may be a battery pin in the electric vehicle (20), and another may be a pin for high voltage protection. However, the number and function of the pins are not limited thereto and may be variously modified.

The electric vehicle charging controller may include circuitry connected to each pin. For example, the electric vehicle charging controller may include circuitry connected to a pin for a CP port that receives a CP signal from an electric vehicle charging device (10). As another example, the electric vehicle charging controller may include circuitry connected to a pin for a PE port.

The electric vehicle charging controller is connected to the inlet. The inlet can be coupled with a coupler connected to an electric vehicle charging device (10). Through the coupling of the inlet and the coupler, the electric vehicle charging controller and the electric vehicle charging device (10) can be connected to each other.

Two high-voltage lines of the electric vehicle charging device (10) supply power to the battery of the electric vehicle (20) through the electric vehicle charging controller, and at this time, the on/off of the high-voltage lines can be controlled by the electric vehicle charging controller.

The electric vehicle (20) may include an electric vehicle charging controller (200) according to an embodiment of the present invention. The electric vehicle charging controller may include an electric vehicle charging controller (200). The electric vehicle charging controller (200) may detect a type of failure in an electric vehicle. The electric vehicle charging controller (200) may detect a type of failure in a signal line in an electric vehicle. The electric vehicle charging controller (200) may detect a failure in an electric vehicle charging device. The electric vehicle charging controller (200) may detect a failure in a signal line of an electric vehicle charging device. A detailed configuration of the electric vehicle charging controller (200) will be examined through the drawings below.

FIG. 2 is a configuration diagram of a controller for charging an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 2, an electric vehicle charging controller (200) according to an embodiment of the present invention may include a signal line unit (210), a first power supply unit (220), a second power supply unit (230), and a control unit (240), and an inlet (100) may include a relay (110) controlled by the control unit (240). The first power supply unit (220) and the second power supply unit (230) may be referred to as a fault detection line for distinguishing the type of fault and detecting a fault for an internal/external problem of a vehicle.

The signal line unit (210) is connected to an electric vehicle charging device (EVSE) through an inlet (100) and receives a communication signal from the electric vehicle charging device (EVSE). Here, the communication signal may include a CP signal and a CAN signal. There may be plural signal line units (210). The signal line unit (210) may include a signal line unit for receiving a CP signal and a signal line unit for receiving a CAN signal. The signal line unit (210) may be connected to the electric vehicle charging device (EVSE) through the inlet (100). The signal line unit (210) may receive a communication signal by coupling an inlet (100) connected to an electric vehicle and a coupler of the electric vehicle charging device (EVSE). The signal line unit (210) may transmit the received communication signal to the control unit (240). The signal line unit (210) may mean a communication signal line on the electric vehicle side. When receiving a CP signal, the signal line section (210) may refer to a circuit section connected to a pin for a CP port. When receiving a CAN signal, the signal line section (210) may refer to a circuit section connected to a pin for a CAN port.

When a first voltage is supplied through a first power supply unit (220) while not connected to an electric vehicle charging station (EVSE), the signal line unit (210) can output a third voltage according to the first voltage. In addition, when a second voltage is supplied through a second power supply unit (230) while not connected to an electric vehicle charging station (EVSE), the signal line unit (210) can output a fourth voltage according to the second voltage.

The first power supply unit (220) is connected to one end of the signal line unit (210) and supplies a first voltage to the signal line unit (210). Here, the first voltage may refer to a voltage supplied from a battery in an electric vehicle. The first voltage may be supplied when the signal line unit (210) and the electric vehicle charging device (EVSE) are not connected. For example, when the connector on the electric vehicle charging device (EVSE) side and the inlet (100) on the electric vehicle side are not connected to each other, the first power supply unit (220) may supply the first voltage to the signal line unit (210).

The second power supply unit (230) is connected to one end of the inlet (100) and supplies a second voltage to the signal line unit (210) through the inlet (100). Here, the second voltage may mean a voltage supplied from a battery in an electric vehicle. The second voltage may be supplied in a state where the signal line unit (210) and the electric vehicle charging device (EVSE) are not connected. For example, in a state where a connector on the electric vehicle charging device (EVSE) side and the inlet (100) on the electric vehicle side are not connected to each other, the second power supply unit (230) may supply the second voltage to the signal line unit (210).

The second power supply unit (230) may be connected to the relay (110) of the inlet (100). The relay (110) may be turned on only when a fault is detected, and may be turned off in a state other than the fault detection. The second power supply unit (230) may be connected to the inlet (100) only when a fault is detected, and may not be connected to the inlet (100) in a state other than the fault detection. The relay (110) may be a switching element. For example, the switching element may be any one of a switch, a MOSFET, and a contact. The on or off operation of the relay (110) may minimize the impact on the RF signal transmitted and received between the EVSE and the EV. The on or off operation of the relay (110) may minimize the impact on the vehicle PLC communication.

Referring to FIG. 3, when an RF signal transmitted and received through a CP line flows from the inlet (100) to the second power supply unit (230) line (CP_FS line in FIG. 3), unintended signal loss may occur. Even if power is not supplied from the second power supply unit (230), signal loss may occur simply by the harness being connected. The signal loss varies depending on the length, material, and path of the harness cable. For example, the longer the harness cable, the greater the signal loss may be.

In order to prevent such signal loss, the relay (110) may be turned on only when a fault is detected, so that the second power supply unit (230) is connected to the inlet (100), and in other states than when a fault is detected, the relay (110) may be turned off, so that the second power supply unit (230) is not connected to the inlet (100). Accordingly, signal distortion during vehicle PLC communication can be reduced, and high communication quality can be guaranteed.

The control unit (240) can perform a first process and a second process for detecting whether a failure has occurred and the type of failure of the electric vehicle, and a third process for detecting whether a failure has occurred in the electric vehicle charging device (EVSE). According to an embodiment, the control unit (240) can detect whether a ground short has occurred in the signal line unit (210) of the electric vehicle in the first process. The control unit (240) can detect whether a harness misinsertion has occurred in the signal line unit (210) of the electric vehicle in the second process. The order of the first process and the second process can be changed by a person skilled in the art. If the control unit (240) determines that there is no failure in the signal line unit (210) in the first process and the second process, the control unit (240) can detect whether a failure has occurred in the communication signal line of the electric vehicle charging device through the third process. The control unit (240) can be implemented by a microcontroller (Micro Controller Unit, MCU), etc.

In the first process, the control unit (240) receives a third voltage output from the signal line unit (210) according to the first voltage, and determines whether a ground short has occurred in the signal line unit (210) according to the voltage level of the third voltage. If the voltage level of the third voltage is the first level, the control unit (240) can determine that a ground short has occurred in the signal line unit (210) of the electric vehicle. If the voltage level of the third voltage is the second level, the control unit (240) can determine that a ground short has not occurred in the signal line unit (210) of the electric vehicle.

In the second process, the control unit (240) controls the relay (110) to operate on, receives the fourth voltage output from the signal line unit (210) according to the second voltage, and determines whether a harness opening has occurred in the signal line unit (210) according to the voltage level of the fourth voltage. If the voltage level of the fourth voltage is the first level, the control unit (240) can determine that a harness opening has occurred in the signal line unit (210) of the electric vehicle. If the voltage level of the fourth voltage is the second level, the control unit (240) can determine that a harness opening has not occurred in the signal line unit (210) of the electric vehicle. When the second processor is terminated, the relay (110) can operate off to disconnect the inlet (100) and the second power supply unit (230). Through this, the PLC communication signal between the EVSE and the EV can be prevented from flowing toward the second power supply unit (230), thereby minimizing signal loss and distortion.

The order of the first process and the second process can be changed. According to an embodiment, if it is determined that a ground short has not occurred in the signal line unit (210) after the first process is performed, the control unit (240) can perform the second process. In this case, the control unit (240) can control the first power supply unit (220) to stop supplying the first voltage to the signal line unit (210), and then perform the second process. According to another embodiment, if it is determined that a harness misinsertion has not occurred in the signal line unit (210) after the second process is performed, the control unit (240) can perform the first process. In this case, the control unit (240) can control the second power supply unit (230) to stop supplying the second voltage to the signal line unit (210), and then perform the first process.

If the control unit (240) determines that there is no failure in the first process, it can control the first power supply unit (220) to stop supplying the first voltage to the signal line unit (210). If the control unit (240) determines that there is no failure in the second process, it can control the second power supply unit (230) to stop supplying the second voltage to the signal line unit (210) and turn off the relay (110) to disconnect the connection between the inlet (100) and the second power supply unit (230). Then, the control unit (240) can proceed with the third process.

In the third process, the signal line unit (210) and the electric vehicle charging device (EVSE) are electrically connected to each other, and the control unit (240) can receive a communication signal output from the electric vehicle charging device (EVSE) through the signal line unit (210). The electric vehicle and the electric vehicle charging device (EVSE) can perform a charging sequence according to the communication signal. The control unit (240) can determine whether an error has occurred in the communication signal while performing a preset charging sequence based on the communication signal.

If it is determined that an error has occurred in a communication signal during the charging sequence, the control unit (240) may determine that a failure has occurred in the electric vehicle charging device (EVSE). According to one embodiment, if the voltage level of the communication signal is the first level, the control unit (240) may determine that an open error has occurred in the communication signal line of the electric vehicle charging device (EVSE). If the voltage level of the communication signal is the second level, the control unit (240) may determine that a ground short (GND SHORT) has occurred in the communication signal line of the electric vehicle charging device (EVSE). If the voltage level of the communication signal is the third level, the control unit (240) may determine that the communication signal line of the electric vehicle charging device (EVSE) is normal.

The control unit (240) can output a judgment result regarding a failure of the signal line section (210) of the electric vehicle. The control unit (240) can output a judgment result regarding a failure of the communication signal line of the electric vehicle charging device (EVSE). For example, the control unit (240) can output a failure type through a speaker or display device provided in the electric vehicle. The control unit (240) can output a failure type through a user terminal connected to the communication.

An electric vehicle charging controller (200) according to one embodiment of the present invention will be described with reference to FIGS. 4 to 7.

FIG. 4 is a diagram showing a circuit of an electric vehicle charging controller according to a first embodiment of the present invention.

Referring to FIG. 4, the electric vehicle charging controller (200) can be electrically connected to an electric vehicle charging device (10) by combining an inlet (100) on the electric vehicle (EV) side and a coupler on the electric vehicle charging device (10) side.

An electric vehicle charging controller (200) may include a signal line unit (210) electrically connected to an electric vehicle charging device (10) through an inlet (100), a first power supply unit (220) connected to one end of the signal line unit (210), a relay (110) and a second power supply unit (230) connected to one end of the inlet (100), and a control unit (240).

First, the signal line unit (210) may include an inductor (L), a first resistor (R1), a first diode (D1), a second resistor (R2), a third resistor (R3), and a first switching element (SW1). The signal line unit (210) may be connected to a CP (CONTROL PILOT) communication line of an electric vehicle charging device (10) through an inlet (100). The signal line unit (210) may receive a CP signal from the electric vehicle charging device (10) through the inlet (100).

The inductor (L) can be connected to one end of an inlet (100) connected to the electric vehicle at the first end. The inductor (L) can be connected to an electric vehicle charging device (10) at the first end through the inlet (100). The inductor (L) can be electrically connected to the electric vehicle charging device (10) at the first end by coupling the inlet (100) on the electric vehicle (EV) side and the coupler on the electric vehicle charging device (10) side.

The first resistor (R1) may be connected to one end of an inlet connected to an electric vehicle at the first end. The first resistor (R1) may be connected to an electric vehicle charging device (10) at the first end. The first resistor (R1) may be connected to a first end of an inductor (L) at the first end, and may be connected to a second end of an inductor (L) at the second end. That is, the first resistor (R1) may be connected in parallel with the inductor (L). Here, the first end may mean one end, and the second end may mean the other end.

The first diode (D1) may have an anode (ANODE) terminal connected to the second terminal of the inductor (L) and the second terminal of the first resistor (R1). The first diode (D1) may have a cathode (CATHOD) terminal connected to the control unit (240). The first diode (D1) may prevent reverse voltage from being applied to the electric vehicle charging device (10).

The second resistor (R2) may have its first terminal connected to the cathode terminal of the first diode (D1). Therefore, the second resistor (R2) may have its first terminal connected to the control unit (240). The first switching element (SW1) may have its first terminal connected to the second terminal of the second resistor (R2). The first switching element (SW1) may have its second terminal connected to the ground terminal. The third resistor (R3) may have its first terminal connected to the cathode terminal of the first diode (D10). The third resistor (R3) may have its second terminal connected to the ground terminal.

Next, the first power supply unit (220) may include a fourth resistor (R4), a second diode (D2), and a second switching element (SW2). The first end of the first power supply unit (220) may be connected to the power supply unit (BATT), and the second end may be connected to the signal line unit (210).

The fourth resistor (R4) can be connected to the first terminal of the power supply unit (BATT). Here, the power supply unit (BATT) can be implemented as a battery equipped in an electric vehicle. According to one embodiment, the power supply unit (BATT) can supply a voltage of 12 [V].

The anode terminal of the second diode (D2) can be connected to the second terminal of the fourth resistor (R4). The second diode (D2) can prevent reverse voltage from being applied to the power supply (BATT).

The second switching element (SW2) may have a first terminal connected to the cathode terminal of the second diode (D2). The second switching element (SW2) may have a second terminal connected to the second terminal of the first resistor (R1). Accordingly, the second switching element (SW2) may have a second terminal connected to the second terminal of the inductor (L) and the anode terminal of the first diode (D1).

Next, the second power supply unit (230) may include a fifth resistor (R5), a third diode (D3), and a third switching element (SW3). The first end of the second power supply unit (230) may be connected to the power supply unit (BATT), and the second end may be connected to the inlet (100) through the relay (110).

The fifth resistor (R5) can be connected to the first terminal of the power supply unit (BATT). Here, the power supply unit (BATT) can be implemented as a battery equipped in an electric vehicle. According to one embodiment, the power supply unit (BATT) can supply a voltage of 12 [V].

The anode terminal of the third diode (D3) can be connected to the second terminal of the fifth resistor (R5). The third diode (D3) can prevent reverse voltage from being applied to the power supply (BATT).

The third switching element (SW3) can be connected to the cathode terminal of the third diode (D3) at the first end. The third switching element (SW3) can be connected to the relay (110) of the inlet (100) at the second end.

The control unit (240) can control the turning on and off of the first switching element (SW1), the second switching element (SW2), and the third switching element (SW3) through the switching signals. For example, the control unit (240) can control the first switching element (SW1) through the first switching signal (SIGNAL1), the second switching element (SW2) through the second switching signal (SIGNAL2), and the third switching element (SW3) through the third switching signal (SIGNAL3).

The control unit (240) can control the on and off of the relay (110) through a control signal. For example, the control unit (240) can control the relay (110) through a control signal (SIGNAL4). Here, the control signal can be referred to as a fourth switching signal (SIGNAL4).

FIG. 5 is a drawing showing the operation of an electric vehicle charging controller according to a first process according to a first embodiment of the present invention.

Referring to FIG. 5, the controller (200) for charging an electric vehicle can perform a fault detection process according to the first process in a state where the electric vehicle charging device (10) and the electric vehicle (EV) are not connected. According to an embodiment, the first process can be performed in a state where the coupler on the electric vehicle charging device (10) side and the inlet (100) on the electric vehicle (EV) side are not coupled to each other.

The control unit (240) can turn off the first switching element (SW1) and the third switching element (SW3), turn off the relay (110), and turn on the second switching element (SW2) when the electric vehicle charging device (10) and the electric vehicle (EV) are not connected. According to an embodiment, the control unit (240) can turn off the first switching element (SW1) through the first switching signal (SIGNAL1), turn on the second switching element (SW2) through the second switching signal (SIGNAL2), turn off the third switching element (SW3) through the third switching signal (SIGNAL3), and turn off the relay (110) through the control signal (SIGNAL4). When the second switching element (SW2) is turned on, the first power supply unit (220) can apply the first voltage of the power supply unit (BATT) to the signal line unit (210). Since the third switching element (SW3) is turned off and the relay (110) is in the off state, the second power supply unit (230) cannot apply the second voltage of the power supply unit (BATT) to the signal line unit (210). Then, the signal line unit (210) can output a third voltage according to the first voltage to the control unit (240). At this time, the third voltage can be determined according to the voltage distribution of the elements arranged between the power supply unit (BATT) and the ground terminal connected to the third resistor (R3). In Fig. 5, the third voltage can be determined by voltage distribution according to the fourth resistor (R4), the second diode (D2), the first diode (D1), and the third resistor (R3).

The control unit (240) can determine that a ground short has occurred in the signal line unit (210) if the voltage level of the third voltage is the first level. According to an embodiment, the voltage level of the first level may be 0 [V] or a value included in a predetermined voltage range including 0 [V]. For example, in FIG. 5, if a ground short has occurred between the first resistor (R1) and the first diode (D1) (between the inductor (L) and the first diode (D1)), even if the first voltage is supplied by the first power supply unit (220), the third voltage output by the signal line unit (210) to the control unit (240) becomes a ground voltage. Therefore, if the third voltage input to the control unit (240) is 0 [V], which is a ground voltage, the control unit (240) can determine that a ground short has occurred in the signal line unit (210).

When the voltage level of the third voltage is the second voltage level, the control unit (240) can determine that a ground short has not occurred in the signal line unit (210). According to an embodiment, the second level may be a voltage value that is a voltage divided by an element disposed between the battery and the ground terminal of the signal line unit (210) of the first voltage, or a value within a predetermined voltage range that includes the voltage divided value.

For example, in Fig. 5, if a ground short does not occur between the first resistor (R1) and the first diode (D1) (between the inductor (L) and the first diode (D1)), the third voltage output from the first power supply unit (220) to the control unit (240) becomes the same as the voltage divided by the signal line unit (210) and the first power supply unit (220). If the third resistor (R3) and the fourth resistor (R4) have the same size and the voltage of the power supply unit (BATT) is 12 [V], the third voltage can be 6 [V]. In this case, the control unit (240) can determine that the communication signal line unit (210) is normal if the second voltage is 6 [V].

FIG. 6 is a drawing showing the operation of an electric vehicle charging controller according to a second process according to the first embodiment of the present invention.

Referring to FIG. 6, the controller (200) for charging an electric vehicle can perform a fault detection process according to the second process in a state where the electric vehicle charging device (10) and the electric vehicle (EV) are not connected. According to an embodiment, the second process can be performed in a state where the coupler on the electric vehicle charging device (10) side and the inlet (100) on the electric vehicle (EV) side are not coupled to each other.

The control unit (240) can turn off the first switching element (SW1) and the second switching element (SW2), turn on the third switching element (SW3), and turn on the relay (110) when the electric vehicle charging device (10) and the electric vehicle (EV) are not connected. According to an embodiment, the control unit (240) can turn off the first switching element (SW1) through the first switching signal (SIGNAL1), turn off the second switching element (SW2) through the second switching signal (SIGNAL2), turn on the third switching element (SW3) through the third switching signal (SIGNAL3), and turn on the relay (110) through the control signal (SIGNAL4). When the third switching element (SW3) is turned on and the relay (110) is turned on, the second power supply unit (230) can apply the second voltage of the power supply unit (BATT) to the signal line unit (210). Since the second switching element (SW2) is turned off, the first power supply unit (220) cannot apply the first voltage of the power supply unit (BATT) to the signal line unit (210). Then, the signal line unit (210) can output the fourth voltage according to the second voltage to the control unit (240). At this time, the fourth voltage can be determined according to the voltage distribution of the elements arranged between the power supply unit (BATT) and the ground terminal connected to the third resistor (R3). In Fig. 5, the third voltage can be determined by voltage distribution according to the fifth resistor (R5), the third diode (D3), the first diode (D1), and the third resistor (R3).

The control unit (240) can determine that a harness misinsertion has occurred in the signal line unit (210) if the voltage level of the fourth voltage is the first level. According to an embodiment, the voltage level of the first level may be 0 [V] or a value included in a predetermined voltage range including 0 [V]. For example, in FIG. 5, if a harness misinsertion has occurred between the first resistor (R1) and the first diode (D1) (between the inductor (L) and the first diode (D1)), even if the second voltage is supplied by the second power supply unit (230), the fourth voltage that the signal line unit (210) outputs to the control unit (240) becomes a ground voltage. Therefore, if the fourth voltage input to the control unit (240) is 0 [V], which is a ground voltage, the control unit (240) can determine that a harness misinsertion has occurred in the signal line unit (210).

When the voltage level of the fourth voltage is the second voltage level, the control unit (240) can determine that no harness misinsertion has occurred in the signal line unit (210). According to an embodiment, the second level may be a voltage value divided by a device disposed between the battery and the ground terminal of the signal line unit (210), or a value within a predetermined voltage range including the divided voltage value.

For example, in Fig. 5, if a harness misconnection does not occur between the first resistor (R1) and the first diode (D1) (between the inductor (L) and the first diode (D1)), the fourth voltage output from the second power supply unit (230) to the control unit (240) becomes the same as the voltage divided by the signal line unit (210) and the second power supply unit (230). If the third resistor (R3) and the fifth resistor (R5) have the same size and the voltage of the power supply unit (BATT) is 12 [V], the fourth voltage can be 6 [V]. In this case, the control unit (240) can determine that the communication signal line unit (210) is normal if the fourth voltage is 6 [V].

When the second processor is terminated, the relay (110) can be turned off to disconnect the inlet (100) and the second power supply (230). This can prevent the PLC communication signal between the EVSE and the EV from flowing toward the second power supply (230), thereby minimizing signal loss and distortion.

FIG. 7 is a drawing showing the operation of an electric vehicle charging controller according to a third process according to the first embodiment of the present invention.

Figure 7 shows the operation of the electric vehicle charging controller (200) according to the third process when the signal line section (210) is determined to be normal in the first process and the second process.

The third process can be performed in a state where the electric vehicle charging device (10) and the electric vehicle (EV) are connected. According to an embodiment, the third process can be performed in a state where the coupler on the electric vehicle charging device (10) side and the inlet (100) on the electric vehicle (EV) side are connected to each other.

If the control unit (240) determines that there is no failure in the signal line unit (210), it can turn on the first switching element (SW1) and turn off the second switching element (SW2) and the third switching element (SW3) and turn off the relay (1100) before the coupler and the inlet (100) are coupled. Accordingly, the signal line unit (210) does not receive the first voltage and the second voltage of the power supply unit (BATT) through the first power supply unit (220) and the second power supply unit (230). Thereafter, when the coupler and the inlet (100) are coupled, the CP signal (CP) can be input to the control unit (240) through the signal line unit (210).

The control unit (240) can perform a preset charging process according to the CP signal. During the charging process, the control unit (240) can determine whether the CP signal is normally supplied. If the size of the CP signal is different from the preset size, the control unit (240) can determine that an error has occurred in the electric vehicle charging device (10). According to an embodiment, if the size of the CP signal is different from the preset size, the control unit (240) can determine that an error has occurred in the communication signal line of the electric vehicle charging device (10). For example, if the size of the CP signal is O[V], the control unit (240) can determine that a ground short has occurred in the CP signal line on the electric vehicle charging device (10) side. As another example, if the size of the CP signal is greater than the preset size, the control unit (240) can determine that a harness misinsertion has occurred in the CP signal line on the electric vehicle charging device (10) side. Since it has been confirmed that there is no error in the communication signal line on the electric vehicle (EV) side in the first and second processes, the control unit (240) determines that an error has occurred in the CP signal line on the electric vehicle charging device (10) side when an abnormality is found in the CP signal in the third process.

Next, an electric vehicle charging controller (200) according to one embodiment of the present invention will be described with reference to FIGS. 8 to 11.

FIG. 8 is a diagram showing a circuit of an electric vehicle charging controller according to a second embodiment of the present invention.

Referring to FIG. 8, the electric vehicle charging controller (200) can be electrically connected to an electric vehicle charging device (10) by combining an inlet (100) on the electric vehicle (EV) side and a coupler on the electric vehicle charging device (10) side.

An electric vehicle charging controller (200) may include a signal line unit (210) electrically connected to an electric vehicle charging device (10) through an inlet (100), a first power supply unit (220) connected to one end of the signal line unit (210), a second power supply unit (230) connected to one end of the inlet through a relay (110), a control unit (240), and a switching unit electrically connecting the signal line unit (210) and the control unit (240).

First, the signal line unit (210) can receive a CAN signal. The signal line unit (210) can include a first signal line and a second signal line. The first signal line can receive a high signal among CAN signals. The first signal line can have a first node (a) connected to an inlet, and a second node (b) connected to a CAN IC device. The second signal line can receive a low signal among CAN signals. The second signal line can have a first node (c) connected to an inlet, and a second node (d) connected to a CAN IC device.

Next, the first power supply unit (220) may include a first power supply unit (221) connected to the first signal line and supplying a first voltage, and a first power supply unit (222) connected to the second signal line and supplying a first voltage.

A first power supply unit (221) connected to the first signal line may include a first resistor (R1), a first diode (D1), and a first switching element (SW1).

The first resistor (R1) can be connected to the first terminal of the power supply unit (BATT). Here, the power supply unit (BATT) can be implemented as a battery equipped in an electric vehicle. According to one embodiment, the power supply unit (BATT) can supply a voltage of 12 [V].

The anode terminal of the first diode (D1) can be connected to the second terminal of the first resistor (R1). The first diode (D1) can prevent reverse voltage from being applied to the power supply (BATT).

The first switching element (SW1) can have a first terminal connected to the cathode terminal of the second diode (D2). The first switching element (SW1) can have a second terminal connected to the first node (a) of the first signal line.

The first power supply unit (222) connected to the second signal line may include a third resistor (R3), a third diode (D3), and a fourth switching element (SW4).

The third resistor (R3) can be connected to the first terminal of the power supply unit (BATT). Here, the power supply unit (BATT) can be implemented as a battery equipped in an electric vehicle. According to one embodiment, the power supply unit (BATT) can supply a voltage of 12 [V].

The anode terminal of the third diode (D3) can be connected to the second terminal of the third resistor (R3). The third diode (D3) can prevent reverse voltage from being applied to the power supply (BATT).

The fourth switching element (SW4) may have a first terminal connected to the cathode terminal of the third diode (D3). The fourth switching element (SW4) may have a second terminal connected to the first node (a) of the second signal line.

Next, the second power supply unit (230) may include a second power supply unit (231) connected to the first signal line through the inlet (100) and supplying a second voltage, and a second power supply unit (232) connected to the second signal line through the inlet (100) and supplying a second voltage. A first relay (111) may be arranged between the second power supply unit (231) and the inlet (100), and a second relay (112) may be arranged between the second power supply unit (232) and the inlet (100).

A second power supply unit (231) connected to the first signal line and supplying a second voltage may include a second resistor (R2), a second diode (D2), and a second switching element (SW2).

The second resistor (R2) can be connected to the first terminal of the power supply unit (BATT). Here, the power supply unit (BATT) can be implemented as a battery equipped in an electric vehicle. According to one embodiment, the power supply unit (BATT) can supply a voltage of 12 [V].

The second diode (D2) can have its anode terminal connected to the second terminal of the second resistor (R2). The second diode (D2) can prevent reverse voltage from being applied to the power supply (BATT).

The second switching element (SW2) can have its first terminal connected to the cathode terminal of the second diode (D2). The second switching element (SW2) can have its second terminal connected to the first relay (111) of the inlet (100).

A second power supply unit (232) connected to a second signal line and supplying a second voltage may include a fourth resistor (R4), a fourth diode (D4), and a fifth switching element (SW5).

The fourth resistor (R4) can be connected to the first terminal of the power supply unit (BATT). Here, the power supply unit (BATT) can be implemented as a battery equipped in an electric vehicle. According to one embodiment, the power supply unit (BATT) can supply a voltage of 12 [V].

The anode terminal of the fourth diode (D4) can be connected to the second terminal of the fourth resistor (R4). The fourth diode (D4) can prevent reverse voltage from being applied to the power supply (BATT).

The fifth switching element (SW5) can have its first terminal connected to the cathode terminal of the fourth diode (D4). The fifth switching element (SW5) can have its second terminal connected to the second relay (112) of the inlet (100).

The control unit (240) can control the turn-on and turn-off of the first to sixth switching elements (SW1 to SW6) through the switching signals. For example, the control unit (240) can control the first switching element (SW1) through the first switching signal (SIGNAL1), the second switching element (SW2) through the second switching signal (SIGNAL2), and the third switching element (SW3) through the third switching signal (SIGNAL3). The control unit (240) can control the fourth switching element (SW4) through the fourth switching signal (SIGNAL4), the fifth switching element (SW5) through the fifth switching signal (SIGNAL5), and the sixth switching element (SW6) through the sixth switching signal (SIGNAL6).

The control unit (240) can control the on and off of the first relay (111) and the second relay (112) through a control signal. For example, the control unit (240) can control the first relay (111) through the first control signal (SIGNAL7) and control the second relay (112) through the second control signal (SIGNAL7). Here, the first control signal (SIGNAL7) can be referred to as the seventh switching signal, and the second control signal (SIGNAL8) can be referred to as the eighth switching signal.

The switching unit may include a switching unit (241) connected to the first signal line and a switching unit (242) connected to the second signal line.

The switching unit (241) connected to the first signal line includes a fifth switching element (SW5). The fifth switching element (SW5) may have a first end connected to the second node (b) of the first signal line and a second end connected to the control unit (240).

The switching unit (242) connected to the second signal line includes a sixth switching element (SW6). The sixth switching element (SW6) may have a first end connected to the second node (d) of the second signal line, and a second end connected to the control unit (240).

FIG. 9 is a drawing showing the operation of an electric vehicle charging controller according to a first process according to a second embodiment of the present invention.

Referring to FIG. 9, the controller (200) for charging an electric vehicle can perform a fault detection process according to the first process in a state where the electric vehicle charging device (10) and the electric vehicle (EV) are not connected. The first process can be performed for each of the first signal line and the second signal line included in the signal line section (210). The first signal line will be described below as an example. The first process can also be performed for the second signal line in the same manner as the first signal line.

According to an embodiment, the first process can be performed in a state where the coupler on the electric vehicle charging device (10) side and the inlet (100) on the electric vehicle (EV) side are not coupled to each other.

The control unit (240) can turn off the first relay (111), turn off the second switching element (SW2), and turn on the first switching element (SW1) and the fifth switching element (SW5) when the electric vehicle charging device (10) and the electric vehicle (EV) are not connected. According to an embodiment, the control unit (240) can turn off the first relay (111) through the first control signal, turn off the second switching element (SW2) through the second switching signal, turn on the first switching element (SW1) through the first switching signal, and turn on the fifth switching element (SW5) through the fifth switching signal. When the first switching element (SW1) is turned on, the first power supply unit (220) can apply the first voltage of the power supply unit (BATT) to the first signal line of the signal line unit (210). Since the first relay (111) is turned off and the second switching element is turned off, the second power supply unit (230) cannot apply the second voltage of the power supply unit (BATT) to the first signal line of the signal line unit (210). Then, the signal line unit (210) can output the third voltage according to the first voltage to the control unit (240).

The control unit (240) can determine that a ground short has occurred in the signal line unit (210) if the voltage level of the third voltage is the first level. According to an embodiment, the voltage level of the first level may be 0 [V] or a value included in a predetermined voltage range including 0 [V]. For example, in FIG. 9, if a ground short has occurred in the first signal line, even if the first voltage is supplied by the first power supply unit (220), the third voltage that the signal line unit (210) outputs to the control unit (240) becomes the ground voltage of the CAN IC. Therefore, if the third voltage input to the control unit (240) is 0 [V], which is the ground voltage, the control unit (240) can determine that a ground short has occurred in the signal line unit (210).

When the voltage level of the third voltage is the second voltage level, the control unit (240) can determine that a ground short has not occurred in the signal line unit (210). According to an embodiment, the second level can be a voltage value divided by the first voltage by the elements arranged in the first power supply unit (220) and the CAN IC, or a value within a predetermined voltage range including the divided voltage value.

FIG. 10 is a drawing showing the operation of an electric vehicle charging controller according to a second process according to a second embodiment of the present invention.

Referring to FIG. 10, the controller (200) for charging an electric vehicle can perform a fault detection process according to the second process in a state where the electric vehicle charging device (10) and the electric vehicle (EV) are not connected. The second process can be performed for each of the first signal line and the second signal line included in the signal line section (210). The first signal line will be described below as an example. The second process can also be performed for the second signal line in the same process as the first signal line.

According to an embodiment, the second process can be performed in a state where the coupler on the electric vehicle charging device (10) side and the inlet (100) on the electric vehicle (EV) side are not coupled to each other.

The control unit (240) can turn off the first switching element (SW1), turn on the second switching element (SW2) and the fifth switching element (SW5), and turn on the first relay (111) when the electric vehicle charging device (10) and the electric vehicle (EV) are not connected. According to an embodiment, the control unit (240) can turn on the first relay (111) through the first control signal, turn off the first switching element (SW1) through the first switching signal, turn on the second switching element (SW2) through the second switching signal, and turn on the fifth switching element (SW5) through the fifth switching signal. When the first relay (111) is turned on and the second switching element (SW2) and the fifth switching element (SW5) are turned on, the second power supply unit (230) can apply the second voltage of the power supply unit (BATT) to the signal line unit (210). Since the first switching element (SW1) is turned off, the first power supply unit (220) cannot apply the first voltage of the power supply unit (BATT) to the signal line unit (210). Then, the signal line unit (210) can output the fourth voltage according to the second voltage to the control unit (240).

The control unit (240) can determine that a harness misinsertion has occurred in the signal line unit (210) if the voltage level of the fourth voltage is the first level. According to an embodiment, the voltage level of the first level may be 0 [V] or a value included in a predetermined voltage range including 0 [V]. For example, in FIG. 9, if a harness misinsertion has occurred in the first signal line, even if the second voltage is supplied by the second power supply unit (230), the fourth voltage that the signal line unit (210) outputs to the control unit (240) becomes the ground voltage of the CAN IC. Therefore, if the fourth voltage input to the control unit (240) is 0 [V], which is the ground voltage, the control unit (240) can determine that a harness misinsertion has occurred in the signal line unit (210).

When the voltage level of the fourth voltage is the second voltage level, the control unit (240) can determine that no harness misinsertion has occurred in the signal line unit (210). According to an embodiment, the second level may be a voltage value divided by the second voltage by the elements arranged in the second power supply unit (230) and the CAN IC, or a value within a predetermined voltage range including the divided voltage value.

FIG. 11 is a drawing showing the operation of an electric vehicle charging controller according to a third process according to a second embodiment of the present invention.

Fig. 11 shows the operation of the electric vehicle charging controller (200) according to the third process when the signal line section (210) is determined to be normal in the first process and the second process. The third process can be performed after both the first signal line and the second signal line included in the signal line section (210) are determined to be normal.

The third process can be performed in a state where the electric vehicle charging device (10) and the electric vehicle (EV) are connected. According to an embodiment, the third process can be performed in a state where the coupler on the electric vehicle charging device (10) side and the inlet (100) on the electric vehicle (EV) side are connected to each other.

If the control unit (240) determines that there is no failure in the signal line unit (210), it can turn off the first to sixth switching elements (SW1 to SW6) and turn off the first and second relays (111, 112) before the coupler and the inlet (100) are coupled. Accordingly, the signal line unit (210) does not receive the first voltage and the second voltage of the power supply unit (BATT) through the first power supply unit (220) and the second power supply unit (230). In addition, the second power supply unit (230) maintains a state in which it is disconnected from the inlet (100). Thereafter, when the coupler and the inlet (100) are coupled, the CAN signal (CAN_H, CAN_L) can be input to the control unit (240) through the signal line unit (210).

The control unit (240) can perform a preset charging process according to the CAN signal. During the charging process, the control unit (240) can determine whether the CAN signal is normally supplied. If the size of the CAN signal is different from the preset size, the control unit (240) can determine that an error has occurred in the electric vehicle charging device (10). According to an embodiment, if the size of the CAN signal is different from the preset size, the control unit (240) can determine that an error has occurred in the communication signal line of the electric vehicle charging device (10). For example, if the size of the high signal (CAN_H) among the CAN signals is O[V], the control unit (240) can determine that a ground short has occurred in the high signal line among the CAN signal lines on the electric vehicle charging device (10) side. As another example, if the size of a low signal (CAN_L) among CAN signals is larger than a preset size, the control unit (240) may determine that a harness misinsertion has occurred in a low signal line among the CAN signal lines on the electric vehicle charging device (10) side.

Since it has been confirmed that there is no error in the communication signal line on the electric vehicle (EV) side in the first and second processes, the control unit (240) determines that an error has occurred in the CAN signal line on the electric vehicle charging device (10) side when an abnormality is found in the CAN signal in the third process.

Those skilled in the art related to the present embodiment will understand that the above-described description can be implemented in a modified form without departing from the essential characteristics thereof. Therefore, the disclosed methods should be considered from an illustrative rather than a restrictive perspective. The scope of the present invention is indicated by the claims, not the above description, and all differences within the scope equivalent thereto should be interpreted as being included in the present invention.

Claims (10)

A signal line section connected to an inlet and transmitting and receiving communication signals with an electric vehicle charging device through the inlet;
A first power supply unit connected to the signal line unit and supplying a first voltage to the signal line unit;
A second power supply unit connected to the above inlet and supplying a second voltage to the signal line unit;
A relay disposed between the inlet and the second power supply; and
An electric vehicle charging controller including a control unit that controls voltage supply to the signal line unit through the first and second power supplies and detects a fault type of the signal line unit. In the first paragraph,
An electric vehicle charging controller wherein the control unit controls such that the first voltage is supplied to the signal line unit through the first power supply unit or the second voltage is supplied to the signal line unit through the second power supply unit when the electric vehicle charging device is not connected to the inlet. In the second paragraph,
An electric vehicle charging controller wherein the control unit turns on the relay and controls the second voltage to be supplied to the signal line unit through the second power supply unit. In the second paragraph,
The above control unit
If the voltage level of the third voltage corresponding to the first voltage is the first level, the failure type of the signal line section is determined as a ground short (GND SHORT).
An electric vehicle charging controller that determines that there is no ground short in the signal line section when the voltage level of the third voltage corresponding to the first voltage is the second level. In the second paragraph,
The above control unit
If the voltage level of the fourth voltage corresponding to the second voltage is the first level, the failure type of the signal line section is determined as a harness opening.
An electric vehicle charging controller that determines that there is no harness misinsertion in the signal line section when the voltage level of the fourth voltage corresponding to the second voltage is the second level. In the second paragraph,
An electric vehicle charging controller that stops supplying the first voltage and the second voltage through the first voltage supply unit and the second voltage supply unit and turns off the relay when the control unit is in a state where a fault is not detected or when the electric vehicle charging device is connected to the inlet. In the second paragraph,
The above first power supply unit
The fourth resistor, which is connected to the power supply in the first stage;
A second diode having its anode terminal connected to the second terminal of the fourth resistor; and
An electric vehicle charging controller including a second switching element, the first terminal of which is connected to the cathode terminal of the second diode, and the second terminal of which is connected to the signal line section. In the second paragraph,
The above second power supply unit
The fifth resistor, which is connected to the power supply in the first stage;
A third diode having its anode terminal connected to the second terminal of the fifth resistor; and
An electric vehicle charging controller including a third switching element, the first terminal of which is connected to the cathode terminal of the third diode, and the second terminal of which is connected to the relay. In the first paragraph,
The above signal line section receives a CAN signal,
A first signal line receiving a high signal, the first node being connected to the inlet, and the second node being connected to the CAN IC element; and
An electric vehicle charging controller comprising a second signal line for receiving a low signal, a first node connected to the inlet, and a second node connected to a CAN IC element. In the first paragraph,
An electric vehicle charging controller including a switching unit connecting the first and second signal lines and the control unit.

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