DESC:METHOD AND SYSTEM FOR CHARGING AN ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421104087 filed on 28/12/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to electric vehicles. More specifically, various embodiments of the disclosure relate to methods and systems for charging electric vehicles.
BACKGROUND
An electric vehicle charging apparatus refers to the arrangement of components that ensures the safe transfer of electrical energy from an external power source to the battery of the electric vehicle. The charging apparatus ensures compatibility by regulating current, voltage, and communication between the charger and the battery of the electric vehicle. Over time, charging apparatuses evolved from simple plug-and-supply mechanisms with minimal protection to advanced stations featuring built-in Residual Current Devices (RCDs). Modern apparatuses improved detection accuracy by integrating sensors within the vehicle and providing faster relay cut-offs.
Conventional approaches of residual current detection for controlling charging of the electric vehicle are classified into three main types namely, differential current transformer sensing, shunt resistor-based detection, and RC network-based leakage sensing. In differential current transformer sensing, the system monitors the current imbalance between live and neutral conductors, and when the imbalance exceeds a fixed threshold, a mechanical relay or electronic switch disconnects the power, though responses are delayed under fast transients. In shunt resistor-based detection, a low-value resistor is placed in series with a conductor, and the voltage drop across the resistor is compared to a threshold to detect residual current, which leads to heat dissipation and limited sensitivity. In RC network-based leakage sensing, an RC timing circuit responds to current imbalance by charging a capacitor, triggering a relay upon reaching a predefined voltage, and improves detection of small leakage currents, but adds complexity and requires precise tuning.
There are certain problems associated with the above-mentioned conventional methods of controlling the charging of the electric vehicle. Specifically, in conventional methods, residual current detection relies solely on measuring current imbalances between live and neutral conductors. During fast transient leakage events, undesired currents flow through charging connectors, sockets, and onboard circuits, stressing components and reducing apparatus reliability. Furthermore, conventional methods do not involve Residual Current Detection (RCD) circuits or the use of Proximity Pilot (PP) and Control Pilot (CP) connections for transmitting residual current information to a body control unit. Consequently, the procedures fail to provide real-time monitoring and dynamic control of electric vehicle charging, thereby limiting operational safety, efficiency, and suitability for high-power or fast-charging applications.
Therefore, there exists a need for a system for controlling the charging of an electric vehicle that is efficient and overcomes one or more of the problems mentioned above.
SUMMARY
An object of the present disclosure is to provide a system for controlling the charging of an electric vehicle.
Another object of the present disclosure is to provide a method of controlling the charging of an electric vehicle.
Yet another object of the present disclosure is a system and method of controlling the charging of an electric vehicle for enhancing AC residual current protection by integrating a Residual Current Detection (RCD) that comprises a current transformer sensor and a relay circuit within the vehicle charging socket.
Yet another object of the present disclosure is a system and method of controlling the charging of an electric vehicle for enhancing DC residual current protection by integrating a Residual Current Detection (RCD) that comprises a residual current sensor and a relay circuit within the vehicle charging socket.
In accordance with a first aspect of the present disclosure, there is provided a system for controlling charging of an electric vehicle, the system comprises:
- a charging gun integrated with a charging connector;
- a charging socket mounted on the electric vehicle, wherein the charging socket comprises a Proximity Pilot Receptable Contact (PPC), a Control Pilot Receptable Contact (CPC), a Live Receptable Contact (LC), a Neutral Receptable Contact (NC), and an Earth Receptable Contact (EC), and wherein each receptable contact is configured to engage with the charging gun;
- a Residual Current Detection (RCD) circuit housed inside the charging socket and operatively connected to the live receptable contact and neutral receptable contact; and
- a Body Control Unit (BCU) electrically connected to the charging socket via a Controller Area Network (CAN) bus,
wherein the RCD circuit is configured to sense a residual current based on current imbalance between the live receptable contact and the neutral receptable contact and transmit a residual current detection signal to the BCU via the proximity pilot receptable contact, control pilot receptable contact, and the CAN bus.
The system and method for controlling charging of an electric vehicle, as described in the present disclosure, are advantageous in terms of enhanced safety, reliability, and operational efficiency through real-time monitoring of AC and DC residual currents via the Residual Current Detection (RCD) circuit. Further, in response to the sensed residual currents, the RCD circuit generates detection signals transmitted via the Proximity Pilot (PP) contact and Control Pilot (CP) contact to the Body Control Unit (BCU), which dynamically controls the charging of the electric vehicle, including initiation, continuation, or interruption of power delivery. Furthermore, protective operation is reinforced through continuous evaluation of current imbalances, enabling immediate mitigation of leakage currents and prevention of electric shock, fire hazards, or battery damage. Consequently, the risks of unsafe charging, uncontrolled power flow, and reduced reliability in modern electric vehicle charging apparatus are significantly reduced, while operational safety and energy efficiency are substantially improved.
In accordance with another aspect of the present disclosure, there is provided a method of controlling charging of an electric vehicle, the method comprising:
- engaging a charging gun with each receptable contact;
- sensing a residual current based on a current imbalance between a live receptable contact and a neutral receptable contact, via a residual current detection (RCD) circuit;
- transmitting a residual current detection signal from the RCD circuit to a Body Control Unit (BCU), via the proximity pilot receptable contact, the control pilot receptable contact, and a Controller Area Network (CAN) bus;
- receiving the residual current detection signal to the body control unit; and
- controlling charging of the electric vehicle based on the residual current detection signal, via the Body Control Unit.

Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.

It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figures 1, 2 & 3 illustrate a block diagram of a system for controlling charging of an electric vehicle, in accordance with an embodiment of the present disclosure.
Figure 4 illustrates a flow chart of a method of controlling charging of an electric vehicle, in accordance with another embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
As used herein, the terms “electric vehicle”, “EV”, and “battery electric vehicle” are used interchangeably and refer to a vehicle configured to operate using electrical energy stored in rechargeable batteries. Specifically, the electric vehicle employs a charging interface comprising a charging socket that engages with a charging gun. Further, the electric vehicle integrates a Residual Current Detection (RCD) circuit housed in the charging socket, a Body Control Unit (BCU) connected via a Controller Area Network bus, and auxiliary elements such as relays, sensors, and semiconductor switches to manage charging safety. The types of electric vehicles are classified into plug-in hybrid electric vehicles and hybrid electric vehicles, with each type utilizing distinct charging requirements and energy management strategies. Advantageously, the architecture of the charging apparatus of the electric vehicle enhances safety, supports reliable charging, and reduces operational risks across residential charging, public fast charging, and renewable-integrated charging infrastructures.
As used herein, the terms “charging gun”, “charging handle,” and “charging plug” are used interchangeably and refer to a conductive charging device configured to deliver electrical energy from an external power source to an electric vehicle through a standardized charging interface. The charging gun is designed to securely connect with the charging socket of the electric vehicle, ensuring reliable electrical contact and mechanical stability during charging operations. Specifically, the charging gun integrates with a connector that comprises pins for proximity pilot, control pilot, live, neutral, earth, and optionally DC output positive and DC output negative terminals. The types of charging guns are classified into AC single-phase charging guns, AC three-phase charging guns, and DC fast charging guns, and so on, with each category utilizing distinct power ratings, current capacities, and energy delivery strategies. Further, the charging gun incorporates embedded sensing and signalling functionalities via the proximity pilot and control pilot pins to communicate with the Residual Current Detection (RCD) circuit and the Body Control Unit (BCU). Consequently, the charging gun transmits status signals, safety checks, and control commands required for controlling charging of the electric vehicle, thereby ensuring accurate current delivery and protection against leakage currents. Advantageously, the charging gun supports safe, reliable, and optimized charging performance across residential charging, public fast charging, and renewable-integrated charging infrastructures.
As used herein, the terms “charging connector” and “charging interface” are used interchangeably and refer to an electrical interface configured to facilitate energy transfer from the charging gun to the electric vehicle through secure and standardized connections. Further, the charging connector is designed to ensure reliable electrical contact and mechanical stability with the charging socket of the electric vehicle during charging operations. The types of charging connectors are classified into AC single-phase connectors, AC three-phase connectors, and DC fast charging connectors, and so on, with each category utilizing distinct pin arrangements, current ratings, and compatibility standards. Specifically, the charging connector comprises pins for proximity pilot, control pilot, live, neutral, earth, and optionally DC positive and DC output negative connections, thereby enabling both alternating current and direct current charging modes. Subsequently, the charging connector facilitates communication between the charging gun, the residual current detection circuit, and the BCU via the proximity pilot and control pilot pins. Advantageously, the charging connector ensures safe energy transfer, accurate current delivery, and protection against leakage currents during both AC and DC charging.
As used herein, the terms “Proximity Pilot pin” and “PP pin” are used interchangeably and refer to a conductive terminal within the charging connector configured to detect the presence and proper insertion of the charging gun into the charging socket of the electric vehicle. Specifically, the PP pin provides a mechanical and electrical signal indicating engagement between the charging gun and the charging socket. The types of PP pins are classified based on signalling mechanisms, which comprise but are not limited to mechanical resistive, electronic detection, and hybrid sensing pins, with each category utilizing distinct methods to convey presence, insertion depth, and cable rating information. Further, the PP pin interacts with the residual current detection circuit and the BCU to ensure that charging only proceeds when secure and safe engagement is confirmed. Subsequently, the pin facilitates communication of safety interlocks, cable type, and current capacity data from the charging gun to the vehicle. Consequently, the proximity pilot pin ensures safe charging operation, prevents hazards due to improper connection, and contributes to optimized and reliable charging operations. Advantageously, the proximity pilot pin supports accurate detection, enhances operational safety, and reduces risks during residential, public, and fast charging scenarios.
As used herein, the terms “Control Pilot pin” and “CP pin” are used interchangeably and refer to a conductive terminal within the charging connector configured to manage communication between the electric vehicle and the charging gun during charging operations. Specifically, the control pilot pin facilitates signalling related to charging current levels, charging status, and safety interlocks, thereby enabling dynamic control of the charging of the electric vehicle. The types of CP pins are classified based on signalling methods, which comprise but are not limited to analog PWM signalling, digital communication, and hybrid signalling, with each category utilizing distinct techniques to convey current capacity, fault detection, and operational commands. Furthermore, the control pilot pin interacts with the residual current detection circuit and the BCU to ensure that charging proceeds only under safe and controlled conditions. Subsequently, the pin transmits real-time charging parameters and fault notifications from the charging gun to the vehicle. Consequently, the control pilot pin ensures accurate monitoring, prevents overcurrent or unsafe charging conditions, and contributes to optimized and reliable energy transfer. Advantageously, the control pilot pin supports safe and efficient charging, enhances operational control, and reduces risks across residential, public, and fast charging scenarios.
As used herein, the terms “Live pin” and “L pin” are used interchangeably and refer to a conductive terminal within the charging connector configured to carry the supply voltage from the charging gun to the electric vehicle during charging operations. Specifically, the live pin delivers the electrical energy required for alternating current or direct current charging, thereby enabling effective energy transfer to the vehicle’s battery. The types of live pins are classified based on current capacity and voltage rating, which comprise but are not limited to low-power AC pins, high-power AC pins, and DC pins, with each category designed to handle distinct charging requirements and energy levels. Furthermore, the live pin interacts with the residual current detection circuit and the BCU to ensure that current flow is monitored and safely controlled during charging. Subsequently, the live pin supports real-time detection of current imbalances, overload conditions, and fault events. Consequently, the live pin ensures reliable energy delivery, protects against overcurrent and leakage conditions, and contributes to safe and optimized charging performance. Advantageously, the live pin enhances operational safety, supports efficient energy transfer, and reduces risks across residential, public, and fast charging scenarios.
As used herein, the terms “Neutral pin” and “N pin” are used interchangeably and refer to a conductive terminal within the charging connector configured to complete the electrical circuit by providing a return path for current from the electric vehicle back to the charging gun during charging operations. Specifically, the neutral pin enables safe and balanced energy transfer during both alternating current and direct current charging modes. The types of neutral pins are classified based on current rating and compatibility, which comprise but are not limited to low-power AC neutral pins, high-power AC neutral pins, and DC return pins, with each category designed to support distinct charging requirements and ensure circuit stability. Furthermore, the neutral pin interacts with the residual current detection circuit and the BCU to monitor current flow, detect imbalances, and prevent unsafe operating conditions. Subsequently, the neutral pin facilitates proper energy return, contributing to accurate current monitoring and apparatus protection. Consequently, the neutral pin ensures reliable charging, prevents overcurrent and leakage hazards, and supports safe and efficient energy transfer. Advantageously, the neutral pin enhances operational safety, maintains system stability, and reduces risks across residential, public, and fast charging scenarios.
As used herein, the terms “Earth pin” and “E pin” are used interchangeably and refer to a conductive terminal within the charging connector configured to provide a safety grounding path between the electric vehicle and the charging gun during charging operations. Specifically, the earth pin ensures that residual current is safely diverted to ground, thereby protecting the vehicle, charging equipment, and users. The types of earth pins are classified based on grounding capacity and material, which comprise but are not limited to standard AC grounding pins, high-current AC grounding pins, and DC grounding pins, with each category designed to handle distinct fault protection requirements. Furthermore, the earth pin interacts with the residual current detection circuit and the BCU to enhance safety monitoring and enable protective disconnection in case of electrical anomalies. Subsequently, the earth pin facilitates continuous verification of grounding integrity and supports overall apparatus protection. Consequently, the earth pin ensures safe charging operations, mitigates electrical hazards, and contributes to reliable and optimised energy transfer. Advantageously, the earth pin enhances operational safety, prevents electrical shock, and reduces risks across residential, public, and fast charging scenarios.
As used herein, the terms “charging socket” and “plug-in socket” are used interchangeably and refer to an electrical interface mounted on the electric vehicle configured to receive a charging gun and enable energy transfer from an external power source to the vehicle’s battery. Specifically, the charging socket comprises but is not limited to receptable contacts for proximity pilot, control pilot, live, neutral, earth, and optionally DC positive and DC output negative connections, thereby enabling both alternating current and direct current charging modes. The types of charging sockets are classified into AC single-phase sockets, AC three-phase sockets, and DC fast charging sockets, with each category designed to support distinct power ratings, current capacities, and charging protocols. Furthermore, the charging socket integrates the RCD circuit, communicates with the BCU via the CAN bus, and comprises auxiliary elements, such as but not limited to relays and sensors, to ensure safe and efficient charging. Subsequently, the charging socket monitors engagement, current imbalance, and leakage conditions, transmitting signals to the BCU to regulate charging initiation, continuation, and termination. Consequently, the charging socket ensures safe energy transfer, prevents electrical hazards, and contributes to optimized and reliable charging performance. Advantageously, the charging socket supports safe, efficient, and reliable charging across residential, public, and renewable-integrated charging infrastructures.
As used herein, the terms “Proximity Pilot receptable contact” and “PPC” are used interchangeably and refer to a conductive terminal within the charging socket of the electric vehicle configured to detect the insertion and proper engagement of a charging gun. Specifically, the proximity pilot receptable contact provides a mechanical and electrical signal indicating connection status, thereby enabling the vehicle to verify secure engagement before permitting charging. The types of proximity pilot receptable contacts are classified based on sensing mechanisms, which comprise but are not limited to mechanical resistive contacts, electronic detection contacts, and hybrid sensing contacts, with each category designed to convey cable presence, insertion depth, and allowable current rating. Furthermore, the Proximity Pilot receptable contact interacts with the residual current detection circuit and the BCU to ensure that charging initiation occurs only under safe and verified conditions. Subsequently, the contact facilitates transmission of presence signals and safety interlocks from the charging socket to the BCU. Consequently, the proximity pilot receptable contact ensures safe connection detection, prevents hazards due to improper insertion, and contributes to reliable and optimized charging performance. Advantageously, the proximity pilot receptable contact enhances operational safety, ensures proper engagement, and reduces risks during residential, public, and fast charging scenarios.
As used herein, the terms “Control Pilot receptable contact” and “CPC” are used interchangeably and refer to a conductive terminal within the charging socket of the electric vehicle configured to enable signalling and communication between the charging gun and the BCU during charging operations. Specifically, the control pilot receptable contact regulates charging by transmitting information related to charging current levels, status of connection, and safety interlocks, thereby ensuring controlled initiation, continuation, and termination of charging. Further, control pilot receptable contacts are classified based on signalling methodologies, which comprise but are not limited to analog pulse-width modulation signalling, digital signalling, and hybrid signalling, with each category designed to support distinct charging protocols and power levels. Furthermore, the control pilot receptable contact interacts with the residual current detection circuit and the BCU to monitor charging parameters, detect abnormal conditions, and enforce safety protections. Subsequently, the contact communicates charging readiness, current capacity, and fault signals between the charging interface and the BCU. Consequently, the control pilot receptable contact ensures accurate regulation, prevents unsafe charging events, and contributes to optimized and reliable charging operations. Advantageously, the control pilot receptable contact supports safe, efficient, and standardized charging across residential, public, and renewable-integrated charging infrastructures.
As used herein, the terms “Live receptable contact” and “LC” are used interchangeably and refer to a conductive terminal within the charging socket of the electric vehicle configured to deliver the supply voltage from the charging gun into the vehicle during charging operations. Specifically, the live receptable contact enables the transfer of electrical energy required for alternating current or direct current charging, thereby ensuring effective battery charging. The types of live receptable contacts are classified based on voltage rating and current-carrying capacity, which comprise but are not limited to low-power AC live contacts, high-power AC live contacts, and DC live contacts, with each category designed to support distinct energy delivery requirements. Furthermore, the live receptable contact interacts with the RCD circuit and the BCU to monitor current flow, detect imbalances, and initiate protective actions in case of overload or fault events. Subsequently, the contact supports regulated current transfer to the battery of the electric vehicle while maintaining safe operational limits. Consequently, the live receptable contact ensures stable energy delivery, prevents hazardous conditions, and contributes to optimized and reliable charging performance. Advantageously, the live receptable contact enhances charging safety, supports efficient power transfer, and reduces operational risks across residential, public, and fast charging applications.
As used herein, the terms “Neutral receptable contact” and “NC” are used interchangeably and refer to a conductive terminal within the charging socket of the electric vehicle configured to provide a return path for electrical current from the vehicle back to the charging gun during charging operations. Specifically, the neutral receptable contact completes the electrical circuit required for alternating current and direct current charging, thereby ensuring balanced and stable energy transfer. The types of neutral receptable contacts are classified based on operational rating and application, which comprise but are not limited to low-power AC neutral contacts, high-power AC neutral contacts, and DC return contacts. Furthermore, the neutral receptable contact interacts with the RCD circuit and the BCU to monitor current flow, detect imbalances, and support protective mechanisms against electrical faults. Subsequently, the neutral receptable contact facilitates accurate energy return and stable current distribution during charging. Consequently, the neutral receptable contact ensures reliable circuit completion, prevents unsafe conditions, and contributes to optimized and safe charging performance. Advantageously, the neutral receptable contact enhances charging reliability, maintains system stability, and reduces operational risks across residential, public, and fast charging scenarios.
As used herein, the terms “Earth receptable contact” and “EC” are used interchangeably and refer to a conductive terminal within the charging socket of the electric vehicle configured to provide a grounding path for electrical safety during charging operations. Specifically, the earth receptable contact ensures that any residual current is safely diverted to ground, thereby protecting the vehicle, charging equipment, and users from electrical hazards. The types of earth receptable contacts are classified based on grounding requirements and application, which comprise but are not limited to standard AC grounding contacts, reinforced high-current grounding contacts, and DC grounding contacts, with each category designed to manage distinct fault protection and operational safety levels. Furthermore, the earth receptable contact interacts with the RCD circuit and the BCU to continuously verify grounding integrity and trigger protective actions in case of anomalies. Subsequently, the earth receptable contact maintains safety interlocks and fault diversion functions throughout charging. Consequently, the earth receptacle contact ensures electrical safety, prevents shock hazards, and contributes to secure and reliable charging performance. Advantageously, the earth receptable contact enhances user protection, improves operational reliability, and reduces risks across residential, public, and renewable-integrated charging infrastructures.
As used herein, the terms “Residual Current Detection circuit” and “RCD circuit” are used interchangeably and refer to a safety module integrated within the charging system of the electric vehicle, configured to detect leakage currents or imbalance conditions between the live and neutral conductors during charging operations. Specifically, the RCD circuit comprises but is not limited to differential current transformers, signal conditioning units, and trip mechanisms, thereby enabling the detection of alternating current leakage, direct current leakage, or combined fault currents. The types of RCD circuits are categorized based on the sensing and protection capabilities, which comprise but are not limited to Type AC RCDs, Type A RCDs, and Type B RCDs, with each category providing distinct levels of sensitivity and protection against varying fault current waveforms. Furthermore, the RCD circuit is operatively connected to the proximity pilot and control pilot contacts to communicate detection signals to the BCU for protective decision-making. Subsequently, the circuit initiates fault signalling and triggers charging disconnection upon detecting leakage conditions that exceed predefined safety thresholds. Consequently, the RCD circuit prevents hazards such as electric shock, equipment damage, and fire risks during charging operations. Advantageously, the RCD circuit enhances safety, ensures compliance with international standards, and supports reliable charging performance across residential, commercial, and public fast-charging infrastructures.
As used herein, the terms “Body Control Unit” and “BCU” are used interchangeably and refer to an electronic control module integrated within the electric vehicle, configured to manage and coordinate charging safety, energy flow, and communication between the charging socket, charging gun, and associated safety circuits. Specifically, the BCU comprises but is not limited to microcontrollers, memory units, and communication modules. The types of body control units are categorized based on functional complexity and integration, which comprise but are not limited to basic BCU architectures with dedicated charging management, advanced BCU architectures integrating vehicle subsystems, and smart BCU architectures supporting real-time diagnostics and grid interaction. Furthermore, the BCU processes detection signals transmitted by the residual current detection circuit through the proximity pilot and control pilot receptable contacts to regulate charging initiation, continuation, and disconnection. Subsequently, the BCU executes logic commands for relay actuation, current flow regulation, and fault isolation to ensure protection against abnormal conditions such as leakage currents, voltage fluctuations, or thermal overloads. Consequently, the BCU maintains system integrity, prevents hazardous events, and optimizes overall charging efficiency. Advantageously, the BCU provides centralized safety control, supports interoperability with diverse charging infrastructures, and enhances the operational reliability of electric vehicle charging systems.
As used herein, the terms “Controller Area Network bus” and “CAN bus” are interchangeable and refer to a serial communication protocol integrated within the electric vehicle, configured to enable real-time data exchange between the BCU, charging socket, residual current detection circuit, and auxiliary components involved in charging operations. Specifically, the CAN bus comprises but is not limited to twisted-pair wiring, transceivers, controllers, and termination resistors, thereby ensuring robust and error-resistant communication in electrically noisy environments. The types of CAN bus implementations are categorized into Classical CAN, CAN FD, and High-Speed CAN, with each category comprising distinct data rates, frame structures, and bandwidth capacities to address specific charging and control requirements. Furthermore, the CAN bus facilitates synchronized communication of detection signals, relay commands, fault messages, and energy management data across the vehicle’s electronic subsystems. Subsequently, the CAN bus supports multi-node communication without a centralized host, thereby enabling efficient coordination between the BCU and distributed sensors and actuators during charging. Consequently, the CAN bus ensures accurate status reporting, rapid fault isolation, and reliable control signalling under dynamic charging conditions. Advantageously, the CAN bus enhances interoperability of the charging architecture, reduces wiring complexity, and ensures scalable communication performance for residential, fast charging, and renewable-integrated charging infrastructures.
As used herein, the terms “residual current”, “leakage current”, and “unbalanced current” are interchangeable and refer to the difference between the current flowing into the electric vehicle through the live conductor and the current returning through the neutral conductor during charging operations. Specifically, the residual current arises due to leakage paths or insulation faults that divert current to unintended ground connections, thereby posing risks of electric shock or equipment damage. The types of residual current are categorized into alternating residual current, pulsating direct residual current, and smooth direct residual current, with each category requiring distinct detection methodologies to ensure safety compliance. Furthermore, the residual current is continuously monitored by the residual current detection circuit integrated within the charging socket of the electric vehicle to evaluate imbalance conditions. Subsequently, detection of residual current beyond predefined thresholds triggers signalling via control pilot and proximity pilot interfaces to the BCU for initiating protective actions. Consequently, management of residual current ensures disconnection of the charging process under fault scenarios, prevents hazardous conditions, and stabilizes vehicle charging performance. Advantageously, accurate residual current detection improves user safety, supports regulatory compliance, and enhances the reliability of electric vehicle charging across residential, commercial, and renewable-integrated infrastructures.
As used herein, the terms “residual current detection signal”, “RCD signal”, and “leakage detection signal” are used interchangeably and refer to an electrical signal generated by the residual current detection circuit to indicate the presence of current imbalance or leakage during charging operations of the electric vehicle. Specifically, the residual current detection signal comprises, but is not limited to, analog or digital signals transmitted via the proximity pilot and control pilot contacts to the Body Control Unit for protective action. The types of residual current detection signals are classified based on signal type and communication protocol, which comprise but are not limited to continuous analog signals, pulse-width modulated signals, and discrete digital signals, with each category designed to convey fault conditions and charging status effectively. Furthermore, the residual current detection signal triggers protective mechanisms such as relay actuation, charging disconnection, and fault notification, thereby ensuring safe energy transfer. Subsequently, the signal provides real-time monitoring feedback to the BCU, enabling immediate intervention in case of electrical anomalies. Consequently, the residual current detection signal ensures safe, reliable, and controlled charging operations, prevents hazardous conditions, and maintains system stability. Advantageously, accurate transmission of residual current detection signals enhances operational safety, supports compliance with electrical standards, and improves reliability across residential, public, and fast-charging infrastructures.
As used herein, the terms “current transformer sensor”, “CT sensor”, “current monitoring transformer”, and “differential current sensor” are used interchangeably and refer to a sensing device configured to measure alternating current flowing through conductors during electric vehicle charging operations. Specifically, the current transformer sensor comprises, but is not limited to, a magnetic core and secondary winding that induces a proportional current based on the primary current, thereby enabling precise monitoring without direct electrical contact. The types of current transformer sensors are categorized into split-core, solid-core, and clamp-on sensors, with each category designed for specific installation environments and measurement accuracies. Furthermore, the current transformer sensor is integrated within the charging apparatus architecture to monitor live and neutral conductors and detect imbalance conditions indicative of residual current leakage. Subsequently, the sensor generates scaled measurement signals that are transmitted to the residual current detection circuit or the BCU for analysis and protective response. Consequently, the current transformer sensor facilitates accurate current measurement, supports the detection of overloads and leakages, and ensures compliance with safety standards. Advantageously, deployment of current transformer sensors enhances fault detection, enables reliable control of charging operations, and improves operational safety across residential charging, public charging stations, and renewable-integrated infrastructures.
As used herein, the terms “relay”, “switching device”, “electromagnetic switch”, and “disconnect relay” are used interchangeably and refer to an electrically operated switch configured to control the connection and disconnection of electrical circuits within the electric vehicle charging system. Specifically, the relay comprises, but is not limited to, a coil, armature, contacts, and spring mechanism, thereby enabling controlled actuation to connect or interrupt current flow during charging operations. The types of relays are classified based on their operating principle and application, which comprise but are not limited to electromechanical relays, solid-state relays, and hybrid relays, with each category providing distinct switching speed, durability, and current-handling capabilities. Furthermore, the relay interacts with the residual current detection circuit and the BCU to facilitate protective disconnection in case of current imbalance, leakage, or fault conditions. Subsequently, the relay enables safe isolation of live, neutral, and DC conductors, ensuring operational safety and fault containment during charging. Consequently, the relay ensures reliable circuit control, prevents electrical hazards, and contributes to optimized and safe charging performance. Advantageously, deployment of relays enhances the protection of the charging apparatus of electric vehicles, supports fault management, and reduces operational risks across residential, public, and fast-charging infrastructures.
As used herein, the terms “predetermined threshold residual current value”, “set residual current limit”, and “fault current threshold” are used interchangeably and refer to a predefined current value above which protective action is initiated by the BCU. Specifically, the predetermined threshold residual current value comprises but is not limited to a calibrated current magnitude set based on safety standards, vehicle specifications, and charging infrastructure requirements. The types of predetermined threshold residual current values are classified based on current type and sensitivity, which comprise but are not limited to AC residual current thresholds, DC residual current thresholds, and mixed AC/DC thresholds, with each category designed to provide optimal protection against leakage currents and electrical faults. Furthermore, the BCU and RCD circuit continuously compare sensed current values against the predetermined threshold to determine whether disconnection or other protective measures are required. Subsequently, exceeding the predetermined threshold residual current value triggers relay actuation, charging interruption, and fault signalling to ensure user safety and apparatus protection. Consequently, maintaining the predetermined threshold residual current value prevents hazardous conditions, ensures compliance with regulatory standards, and contributes to reliable and secure charging performance. Advantageously, accurate setting and monitoring of the predetermined threshold residual current value enhance safety, protect vehicle and infrastructure components, and reduce operational risks across residential, public, and fast-charging applications.
As used herein, the terms “DC positive receptable contact” and “positive DC terminal” are used interchangeably and refer to a conductive terminal within the charging socket of the electric vehicle configured to deliver positive direct current from the charging gun to the vehicle’s battery during DC charging operations. Specifically, the DC positive receptable contact comprises but is not limited to high-current conductive material and contact housing, thereby enabling safe and efficient transfer of high-voltage DC energy. The types of DC positive receptable contacts are classified based on current rating and power handling capacity, which comprise but are not limited to low-power DC contacts, high-power DC contacts, and fast-charging DC contacts, with each category designed to support distinct energy delivery requirements. Furthermore, the DC positive receptable contact interacts with the residual current detection circuit and the BCU to monitor current flow, detect imbalances, and facilitate protective disconnection in case of faults. Subsequently, the DC positive receptable contact ensures regulated positive current delivery to the battery of the electric vehicle while maintaining operational safety. Consequently, the DC positive receptable contact prevents hazardous conditions, supports optimized charging, and contributes to reliable energy transfer during DC charging. Advantageously, the DC positive receptable contact enhances safety, ensures efficient high-current delivery, and reduces operational risks across residential, public, and fast-charging scenarios.
As used herein, the terms “DC output negative receptable contact” and “negative DC terminal” are used interchangeably and refer to a conductive terminal within the charging socket of the electric vehicle configured to provide the return path for direct current from the vehicle’s battery to the charging gun during DC charging operations. Specifically, the DC output negative receptable contact comprises but is not limited to high-current conductive material and contact housing, thereby enabling safe and efficient return of high-voltage DC energy. The types of DC output negative receptable contacts are classified based on current rating and power handling capacity, which comprise but are not limited to low-power DC contacts, high-power DC contacts, and fast-charging DC contacts, with each category designed to support distinct energy return requirements. Furthermore, the DC output negative receptable contact interacts with the residual current detection circuit and the BCU to monitor current flow, detect imbalances, and facilitate protective disconnection in case of faults. Subsequently, the contact ensures a regulated negative current return to the charging gun while maintaining operational safety. Consequently, the DC output negative receptable contact prevents hazardous conditions, supports optimized DC charging, and contributes to reliable energy transfer. Advantageously, the DC output negative receptable contact enhances safety, ensures efficient high-current return, and reduces operational risks across residential, public, and fast-charging scenarios.
As used herein, the terms “DC residual current”, “direct current leakage”, and “DC ground fault current” are used interchangeably and refer to the imbalance of direct current flowing between the DC positive and DC output negative conductors during charging operations of the electric vehicle. Specifically, DC residual current arises due to insulation faults, leakage paths, or unintended connections to ground, thereby posing risks of electric shock, equipment damage, or fire hazards. The types of DC residual currents are classified based on waveform and magnitude, which comprise but are not limited to smooth DC residual current, pulsating DC residual current, and combined AC/DC residual current, with each category requiring distinct detection and protection strategies. Furthermore, the DC residual current is monitored by a dedicated residual current sensor and transmitted to the BCU via the proximity pilot and control pilot contacts to enable protective intervention. Subsequently, upon detection of DC residual current above predefined thresholds, the system initiates disconnection of the DC circuit to prevent hazards. Consequently, management of DC residual current ensures safe operation during high-voltage DC charging, protects the vehicle and user, and supports regulatory compliance. Advantageously, accurate detection of DC residual current enhances safety, enables reliable fault response, and improves operational reliability across residential, public, and fast-charging infrastructures.
As used herein, the terms “DC current”, “direct current”, and “DC flow” are used interchangeably and refer to the unidirectional flow of electrical charge through the DC positive and DC output negative conductors during charging operations of the electric vehicle. Specifically, the DC current comprises but is not limited to the energy delivered from the charging gun to the vehicle’s battery, thereby enabling efficient high-voltage DC charging. The types of DC currents are classified based on magnitude and application, which comprise but are not limited to low-power DC current, high-power DC current, and fast-charging DC current, with each category designed to support distinct charging rates and energy transfer requirements. Furthermore, the DC current is monitored by current sensors and the residual current detection circuit to detect imbalance, overcurrent, or leakage conditions, and is communicated to the BCU for protective control. Subsequently, management of DC current ensures regulated energy transfer, prevents overheating or equipment damage, and maintains charging efficiency. Consequently, the DC current monitoring supports safe and reliable DC charging operations, protects vehicle components, and ensures compliance with electrical safety standards. Advantageously, accurate DC current control enhances operational safety, optimizes energy transfer, and reduces risks across residential, public, and fast-charging infrastructures.
As used herein, the terms “DC residual current detection signal”, “DC RCD signal”, and “DC leakage detection signal” are used interchangeably and refer to an electrical signal generated by the residual current sensor to indicate the presence of DC current imbalance or leakage between the DC positive and DC output negative conductors during electric vehicle charging operations. Specifically, the DC residual current detection signal comprises, but is not limited to analog or digital signals transmitted via the proximity pilot and control pilot contacts to the BCU for protective intervention. The types of DC residual current detection signals are classified based on signal type and communication protocol, which comprises, but is not limited to, continuous analog signals, pulse-width modulated signals, and discrete digital signals, with each category designed to convey DC fault conditions and charging status effectively. Furthermore, the DC residual current detection signal triggers protective mechanisms such as relay actuation, DC circuit disconnection, and fault notification, thereby ensuring safe energy transfer during high-voltage DC charging. Subsequently, the signal provides real-time feedback to the BCU, enabling immediate response to abnormal current conditions. Consequently, the DC residual current detection signal ensures safe, reliable, and controlled DC charging operations, prevents hazardous conditions, and maintains system stability. Advantageously, accurate transmission of DC residual current detection signals enhances operational safety, supports compliance with electrical standards, and improves reliability across residential, public, and fast-charging DC infrastructures.
In accordance with a first aspect of the present disclosure, there is provided a system for controlling charging of an electric vehicle, the system comprises:
- a charging gun integrated with a charging connector ;
- a charging socket mounted on the electric vehicle, wherein the charging socket comprises a Proximity Pilot Receptable Contact (PPC), a Control Pilot Receptable Contact (CPC), a Live Receptable Contact (LC), a Neutral Receptable Contact (NC), and an Earth Receptable Contact (EC), and wherein each receptable contact is configured to engage with the charging gun;
- a Residual Current Detection (RCD) circuit housed inside the charging socket and operatively connected to the live receptable contact and neutral receptable contact; and
- a Body Control Unit (BCU) electrically connected to the charging socket via a Controller Area Network (CAN) bus,
wherein the RCD circuit is configured to sense a residual current based on current imbalance between the live receptable contact and the neutral receptable contact (106d) and transmit a residual current detection signal to the BCU via the proximity pilot receptable contact, control pilot receptable contact, and the CAN bus.
Referring to figure 1, in accordance with an embodiment, there is described a system 100 for controlling charging of an electric vehicle. The system 100 comprises a charging gun 102 integrated with a charging connector 104, a charging socket 106 mounted on the electric vehicle. Further, the charging socket 106 comprises a proximity pilot receptable contact PPC 106a, a control pilot receptable contact (CPC) 106b, a live receptable contact (LC) 106c, a neutral receptable contact (NC) 106d, and an earth receptable contact (EC) 106e. Each receptable contact is configured to engage with the charging gun 102. A Residual Current Detection (RCD) circuit 108 housed inside the charging socket 106 and operatively connected to the live receptable contact 106c and neutral receptable contact 106d, and a Body Control Unit (BCU) 110 is electrically connected to the charging socket 106 via a Controller Area Network (CAN) bus.
The system 100 for controlling the charging of an electric vehicle operates by integrating a charging gun 102 with a charging connector 104 and engaging a charging socket 106 mounted on the electric vehicle. The charging socket 106 comprises, but is not limited to, a Proximity Pilot Receptable Contact (PPC) 106a, a Control Pilot Receptable Contact (CPC) 106b, a Live Receptable Contact (LC) 106c, a Neutral Receptable Contact (NC) 106d, and an Earth Receptable Contact (EC) 106e. Each receptable contact is configured to establish an electrical connection with the charging gun 102. A Residual Current Detection (RCD) circuit 108 is housed inside the charging socket 106 and is electrically connected to the Live Receptable Contact (LC) 106c and Neutral Receptable Contact (NC) 106d. A BCU 110 is electrically linked to the charging socket 106 via a Controller Area Network (CAN) bus, providing centralized control and monitoring of the charging process. The procedure involves the RCD circuit 108 sensing residual current by detecting an imbalance between the Live Receptable Contact (LC) 106c and the Neutral Receptable Contact (NC) 106d during charging. Upon detecting residual current, the RCD circuit 108 transmits a residual current detection signal to the BCU 110 via the Proximity Pilot Receptable Contact (PPC) 106a, Control Pilot Receptable Contact (CPC) 106b, and the CAN bus. Subsequently, the BCU 110 processes the residual current detection signal and executes protective measures, such as interruption of charging current, triggering alert mechanisms to the vehicle user, and so on, to prevent electrical hazards. Furthermore, integration of the RCD circuit 108 within the charging socket 106 allows immediate local detection, ensuring rapid response to current leakage scenarios. Specifically, continuous monitoring of the current imbalance between live and neutral lines prevents leaking currents from causing electric shock or damage to vehicle electronics. Consequently, the operational safety of both vehicles and users increases, and potential fire hazards due to insulation failure are mitigated. Furthermore, the centralized control via the BCU 110 and the CAN bus integration provides real-time diagnostic capability, enabling predictive maintenance and efficient energy management. Advantageously, the modular design allows straightforward scalability for different vehicle architectures, reducing installation complexity and overall system cost while improving user confidence in electric vehicle infrastructure.
Referring to figure 2, in accordance with an embodiment, there is described a system 100 for controlling charging of an electric vehicle, the system 100 comprising a charging gun 102 integrated with a charging connector 104, a charging socket 106 mounted on the electric vehicle. The charging socket 106 comprises a proximity pilot receptable contact PPC 106a, a Control Pilot Receptable Contact (CPC) 106b, a Live Receptable Contact (LC) 106c, a Neutral Receptable Contact (NC) 106d, and an Earth Receptable Contact (EC) 106e. Each receptable contact is configured to engage with the charging gun 102. A Residual Current Detection (RCD) circuit 108 housed inside the charging socket 106 and operatively connected to the live receptable contact 106c and neutral receptable contact 106d, and a Body Control Unit (BCU) 110 electrically connected to the charging socket 106 via a Controller Area Network (CAN) bus. Furthermore, the RCD circuit 108 comprises a current transformer sensor 112 and a relay 114. The charging connector 104 comprises a Proximity Pilot (PP) pin 104a, a Control Pilot (CP) pin 104b, a Live (L) pin 104c, a Neutral (N) pin 104d, and an Earth (E) 104e pin. The charging connector 104 for an electric vehicle charging system 100 operates by providing secure electrical and control interfaces to the charging socket 106 mounted on the vehicle. The procedure involves the connector 104 establishing initial electrical and control communication with the charging socket 106 upon insertion. Subsequently, the PP pin 104a transmits a proximity signal to the vehicle, confirming proper engagement and allowing the CP pin 104b to regulate the charging parameters. The L pin 104c and N pin 104d then deliver the required charging current to the vehicle battery, and the E pin 104e maintains electrical grounding. Furthermore, the connector 104 ensures precise routing of the proximity and control signals to the vehicle electronics, allowing immediate response in case of any abnormal conditions, such as overcurrent or leakage detection. The accurate pin design and engagement prevent misalignment and intermittent connections, consequently reducing the risks of electrical faults or arcing. Furthermore, segregation of control, power, and grounding functions ensures safe and predictable operation under all charging conditions. Advantageously, the standardized pin configuration allows compatibility with multiple vehicle architectures, enabling flexible deployment and reduced maintenance complexity while improving overall user confidence in electric vehicle charging infrastructure.
In an embodiment, the RCD circuit 108 comprises a current transformer sensor 112, and wherein the current transformer sensor 112 is configured to sense the residual current based on a comparison of instantaneous current values of the live receptable contact 106c and neutral receptable contact 106d. The current transformer sensor 112 detects any imbalance between the currents flowing through the Live Receptable Contact (LC) 106c and Neutral Receptable Contact (NC) 106d. Specifically, the procedure involves the current transformer sensor 112 of the RCD circuit 108 continuously measuring the instantaneous currents in the Live Receptable Contact (LC) 106c and Neutral Receptable Contact (NC) 106d during the charging process. Subsequently, the RCD circuit 108 compares the measured currents to identify any difference, and upon detecting a non-zero residual current, the circuit transmits a residual current detection signal to the BCU 110 via the PPC 106a, CPC 106b, and CAN bus. Furthermore, the BCU 110 processes the detection signal and executes protective actions, comprising immediate interruption of charging current and activation of user alerts. The current transformer sensor 112 ensures accurate detection of imbalance between live and neutral currents, preventing electric shock, equipment damage, and potential fire hazards. Consequently, operational safety of both the vehicle and the user increases, while system reliability improves due to real-time monitoring by the current transformer sensor 112. Advantageously, the current transformer sensor 112 provides highly accurate current measurement with minimal power loss, enabling continuous monitoring without impacting charging efficiency.
In an embodiment, the RCD circuit 108 comprises a relay 114 configured to disconnect the live receptable contact 106c and neutral receptable contact 106d upon detection of the residual current exceeding a predetermined threshold residual current value. Specifically, the relay 114 receives a signal from the sensing mechanism, such as, but not limited to, a current transformer sensor 112, indicating that a leakage current surpasses the safe limit. Furthermore, the relay 114 is electrically connected to the BCU 110 via the Proximity Pilot Receptable Contact (PPC) 106a, the Control Pilot Receptable Contact (CPC) 106b, and the Controller Area Network (CAN) bus, allowing centralized monitoring and verification of the disconnection event. The procedure involves the sensing mechanism (CT sensor 112) detecting any residual current above the predetermined threshold during the charging process and transmitting the information to the relay 114. Subsequently, the relay 114 actuates to electrically disconnect the LC 106c and NC 106d, immediately interrupting the charging current to prevent hazardous conditions. Furthermore, the relay 114 simultaneously communicates the disconnection event to the BCU 110 via the PPC 106a, the CPC 106b, and the CAN bus, allowing the vehicle control system to log the event and trigger user alerts. Specifically, immediate disconnection of the LC 106c and the NC 106d upon detection of excessive residual current prevents electric shock, potential fire hazards, and damage to vehicle electronics. Consequently, the risk of electrical faults is minimized, and the safety of both vehicles and users is improved. Furthermore, the relay 114 provides a mechanical, fail-safe isolation mechanism that operates independently of electronic control, ensuring protection even under power and sensor faults. Advantageously, the relay 114 ensures rapid isolation of the power circuit, preventing prolonged exposure to leakage current and minimizing the risk of electric shock or equipment damage.
In an embodiment, the RCD circuit 108 is operatively connected to the Proximity Pilot Receptable Contact (PPC) 106a and Control Pilot Receptable Contact (CPC) 106b, and wherein the RCD circuit 108 is configured to transmit the residual current detection signal to the Body Control Unit (BCU) 110 based on the sensed residual current. The procedure involves the RCD circuit 108 detecting any residual current exceeding a safe threshold during the charging process and subsequently generating a detection signal for transmission. Subsequently, the residual current detection signal is transmitted via the PPC 106a and CPC 106b to the BCU 110, which executes protective measures, such as interruption of charging current, activation of user alerts, and so on. Furthermore, continuous monitoring by the RCD circuit 108 ensures immediate identification of hazardous conditions, and transmission via pilot contacts allows centralized processing and logging at the BCU 110, maintaining operational safety throughout the charging process. The detection and transmission of residual current prevent electric shock, fire hazards, and potential damage to vehicle electronics. Furthermore, operatively connecting the RCD circuit 108 to the PPC 106a and CPC 106b ensures rapid and accurate communication of leakage events, enabling predictive maintenance, real-time diagnostics, and compliance with safety standards. Advantageously, the RCD circuit 108 ensures immediate identification of hazardous conditions, and transmission through pilot contacts allows centralized processing and logging at the BCU 110, maintaining operational safety throughout the charging process.
In an embodiment, the Body Control Unit (BCU) 110 is configured to receive the residual current detection signal and control the charging of the electric vehicle based on the residual current detection signal. Specifically, the BCU 110 continuously evaluates the residual current detection signal to regulate the charging process by authorizing power flow or commanding immediate interruption when unsafe conditions are detected. Furthermore, the BCU 110 comprises, but is not limited to, a decision logic module, power control interface, and diagnostic circuitry, enabling comprehensive management of charging operations under all monitored conditions. The procedure involves the RCD circuit 108 detecting an imbalance between the Live Receptable Contact (LC) 106c and the Neutral Receptable Contact (NC) 106d during and after the charging process and subsequently generating a residual current detection signal. The signal is then transmitted via the PPC 106a and CPC 106b to the BCU 110, which processes the received data to determine whether charging of the electric vehicle is continued, initiated, or terminated. Furthermore, upon identifying leakage currents above a predetermined safe threshold, the BCU 110 immediately commands disconnection of the charging current and transmits the information across the CAN bus for centralized monitoring. Furthermore, the continuous monitoring by the BCU 110 allows dynamic control of the charging process, ensuring that power delivery occurs only under safe conditions and prevents potential electrical hazards. Specifically, the BCU 110 disconnects power flow based on real-time leakage detection and eliminates hazards such as, but not limited to, electric shock, overheating, and fire risk. Advantageously, the BCU 110 enhances system reliability by ensuring rapid isolation of unsafe circuits while maintaining seamless integration with other control functions of the vehicle.
Referring to figure 3, in accordance with an embodiment, there is described a system 100 for controlling charging of an electric vehicle, the system 100 comprising a charging gun 102 integrated with a charging connector 104, a charging socket 106 mounted on the electric vehicle. The charging socket 106 comprises a Proximity Pilot Receptable Contact (PPC) 106a and a control pilot receptable contact (CPC) 106b, a DC output positive receptable contact 106f and a DC output negative receptable contact 106g. Each receptable contact is configured to engage with the charging gun 102. A Residual Current Detection (RCD) circuit 108 housed inside the charging socket 106 and operatively connected to the DC output positive receptable contact 106f and the DC output negative receptable contact 106g, and a Body Control Unit (BCU) 110 electrically connected to the charging socket 106 via a Controller Area Network (CAN) bus. Furthermore, the RCD circuit 108 comprises a residual current sensor 116 and a relay 114. The charging connector 104 comprises a Proximity Pilot (PP) pin 104a, a Control Pilot (CP) pin 104b, a Live (L) pin 104c, a Neutral (N) pin 104d, and an Earth (E) 104e pin. In general, a battery of the electric vehicle may be AC chargeable or DC chargeable; a power conversion module is required for energy transfer. The power conversion module may be positioned within the charging socket 106, charging gun 102, within the charging station, or vehicle, depending on the architecture of the charging apparatus of the electric vehicle. The power conversion module comprises, but is not limited to, rectifiers, inverters, filters, and control circuitry configured to convert an incoming AC supply into a regulated DC output. Furthermore, the regulated DC power is delivered to a DC output positive receptable contact 106f and a DC output negative receptable contact 106g. The DC output positive receptable contact 106f and the DC output negative receptable contact 106g provide the physical and electrical interface for delivery of regulated DC power to the electric vehicle battery. Further, the residual current sensor 116 continuously monitors the instantaneous current values on positive receptable contact 106f and the negative receptable contact 106g, and any imbalance current flow is immediately detected. The receptable contacts ensure low-resistance conduction, stable mechanical engagement, and defined polarity alignment, which directly improves current transfer efficiency and minimizes heating during operation. The residual current sensor 116 within the DC output path ensures direct fault detection at the point of DC power delivery. Advantageously, the configuration enhances safety, improves the reliability of operation, and extends the lifespan of connected components by reducing the risk of overheating, fire hazards, or damage to the electric vehicle battery.
In an embodiment, the residual current sensor 116 is configured to detect a DC residual current based on an imbalance of the DC current in the DC output positive receptable contact 106f, and the DC output negative receptable contact 106g. The residual current sensor 116 receives regulated DC output from the power conversion module via the DC output positive receptable contact 106f and the DC output negative receptable contact 106g. The procedure involves the residual current sensor 116 continuously monitoring the instantaneous DC current values on DC output positive receptable contact 106f and the DC output negative receptable contact 106g. Further, the residual current sensor 116 compares the values to identify any deviation beyond a predefined threshold residual current value. Furthermore, the residual current sensor 116, when the deviation exceeds the predefined threshold residual current value, transmits a response to an RCD circuit 108, which subsequently generates a residual current detection signal. Furthermore, the residual current sensor 116 ensures continuous protection against insulation failures and unintended ground leakage, and supports dynamic control of charging of the electric vehicle. Consequently, the residual current sensor 116 enhances safety, improves the reliability of operation, and extends the lifespan of connected components by supporting the detection of the risk of overheating, fire hazards, or damage to the electric vehicle battery.
In an embodiment, the RCD circuit 108 is configured to generate a DC residual current detection signal based on the DC residual current and transmit the DC residual current detection signal to the Body Control Unit 110 via the proximity pilot receptable contact 106a and control pilot receptable contact 106b. The Residual Current Detection (RCD) circuit 108 for an electric vehicle DC charging system 100 operates by generating a DC residual current detection signal based on the measured DC residual current flowing through the DC output positive receptable contact 106f and the DC output negative receptable contact 106g. Specifically, the RCD circuit 108 comprises, but is not limited to, a current transformer sensor or equivalent DC leakage sensing mechanism, configured to continuously monitor the DC current balance and detect any leakage or imbalance during or after the charging process. The procedure involves the RCD circuit 108 detecting any DC current imbalance between the positive DC contact 106f and negative DC contact 106g and subsequently generating a DC residual current detection signal. Subsequently, the signal is transmitted via the PPC 106a and CPC 106b to the BCU 110, which processes the received signal to determine whether the DC charging of the electric vehicle should continue, be initiated, or be terminated. The continuous and real-time detection of DC residual current by the RCD circuit 108 prevents electric shock, battery damage, and fire hazards. Consequently, the DC charging path is monitored at all times for leakage or imbalance, ensuring that unsafe current conditions are immediately identified. Furthermore, precise measurement and generation of the DC residual current detection signal allow immediate signalling to the BCU 110, enabling rapid protective actions. Advantageously, the RCD circuit 108 provides a fail-safe mechanism that maintains secure and uninterrupted DC charging operations, thereby improving overall system 100 safety and operational reliability.
In an embodiment, the body control unit 110 is configured to receive the DC residual current detection signal and control the charging of the electric vehicle based on the DC residual current detection signal. The BCU 110 operates by receiving a DC residual current detection signal from the Residual Current Detection (RCD) circuit 108 and controls the charging of the electric vehicle. Specifically, the BCU 110 comprises but is not limited to processing circuitry, control logic, and power interface modules configured to regulate DC power delivery between the DC output positive receptable contact 106f and the DC output negative receptable contact 106g. Furthermore, the BCU 110 evaluates the received DC residual current detection signal in real time and directly controls the charging operation by enabling, continuing, or interrupting DC power flow according to the detected residual current. The procedure involves the RCD circuit 108 generating a DC residual current detection signal whenever the sensor 116 identifies leakage or imbalance between the DC output positive receptable contact 106f and the DC output negative receptable contact 106g. Subsequently, the residual current detection signal is transmitted via the Proximity Pilot Receptable Contact (PPC) 106a and Control Pilot Receptable Contact (CPC) 106b to the BCU 110, which processes the information to determine the safe charging status. Furthermore, the BCU 110 issues control commands to the power interface modules or switching elements in the DC charging path, immediately interrupting DC power flow when unsafe conditions are detected or allowing charging to continue when current is within safe limits. Specifically, the BCU 110 maintains active control over the DC charging process, ensuring that every stage of power delivery is controlled based on real-time residual current detection. The real-time control by the BCU 110 enables rapid response to leakage events, precise isolation of unsafe conditions, and dynamic control of the charging of the electric vehicle. Advantageously, BCU control allows predictive diagnostics, enhances operational safety, and maintains compliance with international standards for DC vehicle charging.
In accordance with a second aspect, there is described a method of controlling charging of an electric vehicle, the method comprising:
- engaging a charging gun with each receptable contact;
- sensing a residual current based on a current imbalance between the live receptable contact and the neutral receptable contact, via a Residual Current Detection (RCD) circuit;
- transmitting a residual current detection signal from the RCD circuit to a Body Control Unit (BCU), via the proximity pilot receptable contact, the control pilot receptable contact, and a Controller Area Network (CAN) bus;
- receiving the residual current detection signal to the Body Control Unit; and
- controlling charging of the electric vehicle based on the residual current detection signal, via the Body Control Unit.

Figure 4 describes a method 200 of controlling the charging of an electric vehicle. The method 200 starts at step 202. At step 202, the method 200 comprises engaging a charging gun 102 with each receptable contact. At step 204, the method 200 comprises sensing a residual current based on a current imbalance between the live receptable contact 106c and the neutral receptable contact 106d, via a residual current detection (RCD) circuit 108. At step 206, the method 200 comprises transmitting a residual current detection signal from the RCD circuit 108 to a Body Control Unit (BCU) 110 via the proximity pilot receptable contact 106a, the control pilot receptable contact 106b, and a Controller Area Network (CAN) bus. At step 208, the method 200 comprises receiving the residual current detection signal to the body control unit 110. At step 210, the method 200 comprises regulating charging of the electric vehicle based on the residual current detection signal, via the BCU 110. The method 200 ends at step 208.
In an embodiment, the method 200 comprises sensing the residual current based on a comparison of instantaneous current values of the live receptable contact 106c and neutral receptable contact 106d.
In an embodiment, the method 200 comprises detecting a DC residual current based on an imbalance of the current in the DC output positive receptable contact 106f, and the DC output negative receptable contact 106g.
In an embodiment, the method 200 comprises disconnecting the live receptable contact 106c and neutral receptable contact 106d upon detection of the residual current exceeding a predetermined threshold residual current value.
In an embodiment, the method 200 comprises engaging a charging gun 102 with each receptable contact. Further, the method 200 comprises sensing a residual current based on a current imbalance between the live receptable contact 106c and the neutral receptable contact 106d, via a Residual Current Detection (RCD) circuit 108. Further, the method 200 comprises sensing the residual current based on a comparison of instantaneous current values of the live receptable contact 106c and neutral receptable contact 106d. Furthermore, the method 200 comprises disconnecting the live receptable contact 106c and neutral receptable contact 106d upon detection of the residual current exceeding a predetermined threshold residual current value. Furthermore, the method 200 comprises transmitting a residual current detection signal from the RCD circuit 108 to a BCU 110 via the proximity pilot receptable contact 106a, the control pilot receptable contact 106b, and a Controller Area Network (CAN) bus. Furthermore, the method 200 comprises controlling charging of the electric vehicle based on the residual current detection signal, via the Body Control Unit 110. Furthermore, the method 200 comprises detecting a DC residual current based on an imbalance of the DC current in the DC output positive receptable contact 106f, and the DC output negative receptable contact 106g.
The system and method for controlling charging of an electric vehicle, as described in the present disclosure, are advantageous in terms of enhanced safety, reliability, and operational efficiency through real-time monitoring of AC and DC residual currents via the Residual Current Detection (RCD) circuit 108. Further, in response to the sensed residual currents, the RCD circuit 108 generates detection signals transmitted via the Proximity Pilot (PP) contact 106a and Control Pilot (CP) contact 106b to the BCU 110, which dynamically controls the charging process, including initiation, continuation, or interruption of power deliver.
It would be appreciated that all the explanations and embodiments of the system 100 also apply mutatis-mutandis to the method 200.
In the description of the present disclosure, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may, for example, be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present disclosure can be understood in specific cases by those skilled in the art.
Modifications to embodiments and combinations of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, and “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components, or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings, and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art. ,CLAIMS:WE CLAIM:
1. A system (100) for controlling charging of an electric vehicle, the system (100) comprises:
- a charging gun (102) integrated with a charging connector (104);
- a charging socket (106) mounted on the electric vehicle, wherein the charging socket (106) comprises a Proximity Pilot Receptable Contact (PPC) (106a), a Control Pilot Receptable Contact (CPC) (106b), a Live Receptable Contact (LC) (106c), a Neutral Receptable Contact (NC)(106d), and an Earth Receptable Contact (EC) (106e) and wherein each receptable contact is configured to engage with the charging gun (102);
- a Residual Current Detection (RCD) circuit (108) housed inside the charging socket (106) and operatively connected to the live receptable contact (106c) and neutral receptable contact (106d); and
- a Body Control Unit (BCU) (110) electrically connected to the charging socket (106) via a Controller Area Network (CAN) bus,
wherein the RCD circuit (108) is configured to sense a residual current based on current imbalance between the live receptable contact (106c) and the neutral receptable contact (106d) and transmit a residual current detection signal to the body control unit (110) via the proximity pilot receptable contact (106a), control pilot receptable contact (106b), and the controller area network bus.

2. The system as claimed in claim 1, wherein the charging connector comprises a Proximity Pilot (PP) pin (104a), a Control Pilot (CP) pin (104b), a Live (L) pin (104c), a Neutral (N) pin (104d), and an Earth (E) (104e) pin.

3. The system as claimed in claim 1, wherein the RCD circuit (108) comprises a current transformer sensor (112), and wherein the current transformer sensor (112) is configured to sense the residual current based on a comparison of instantaneous current values of the live receptable contact (106c) and neutral receptable contact (106d).

4. The system as claimed in claim 1, wherein the RCD circuit (108) comprises a relay (114) configured to disconnect the live receptable contact (106c) and neutral receptable contact (106d) upon detection of the residual current exceeding a predetermined threshold residual current value.

5. The system as claimed in claim 1, wherein the RCD circuit (108) is operatively connected to the proximity pilot contact (106a) and control pilot receptable contact (106b), and wherein the RCD circuit (108) is configured to transmit the residual current detection signal to the Body Control Unit (110) based on the sensed residual current.

6. The system as claimed in claim 1, wherein the body control unit (110) is configured to receive the residual current detection signal and regulate the charging of the electric vehicle based on the residual current detection signal.

7. The system as claimed in claim 1, wherein the charging socket comprises a DC output positive receptable contact (DC positive) (106f), a DC output negative receptable contact (DC negative) (106g), and a residual current sensor (116).

8. The system as claimed in claim 1, wherein the residual current sensor (116) is configured to detect a DC residual current based on an imbalance of the DC current in the DC output positive receptable contact (DC positive) (106f), and the DC output negative receptable contact (DC negative) (106g).

9. The system as claimed in claim 1, wherein the RCD circuit (108) is configured to generate a DC residual current detection signal based on the DC residual current and transmit the DC residual current detection signal to the Body Control Unit (110) via the proximity pilot receptable contact (106a), control pilot receptable contact (106b) and the CAN bus.

10. The system as claimed in claim 1, wherein the body control unit (110) is configured to receive the DC residual current detection signal and control the charging of the electric vehicle based on the DC residual current detection signal.

11. A method (200) of controlling charging of an electric vehicle, the method (200) comprising:
- engaging a charging gun (102) with each receptable contact;
- sensing a residual current based on a current imbalance between the live receptable contact (106c) and the neutral receptable contact (106d), via a residual current detection circuit (108);
- transmitting a residual current detection signal from the RCD circuit (108) to a Body Control Unit (BCU) (110), via the proximity pilot receptable contact (106a), the control pilot receptable contact (106b), and a Controller Area Network (CAN) bus;
- receiving the residual current detection signal to the body control unit (110); and
- regulating charging of the electric vehicle based on the residual current detection signal, via the Body Control Unit (110).