Patent Publication Number: US-2015069834-A1

Title: Operating method of inverter - charger integration apparatus for electric vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     Pursuant to 35 U.S.C. §119(a), this application claims the benefit of earlier filing date and right of priority to Korean Patent Application No. 10-2013-0108131, filed Sep. 9, 2013, the contents of which are all hereby incorporated by reference herein in its entirety. 
     BACKGROUND 
     The present disclosure relates to an operating method of an electric vehicle, and particularly, to an operating method of an inverter-charger integration apparatus charging a battery prepared in the electric vehicle and including an inverter for driving three-phase motor. 
     Typically, an electric vehicle includes, for example, a high voltage battery in which a high voltage of about 72V is charged, a three-phase motor driven with power charged in the high voltage battery to run the electric vehicle, and an inverter for driving the three-phase motor. Driving the three-phase motor with the power charged in the high voltage battery is limited according to capacity of the high voltage battery. 
     When the power remained in the high voltage battery of the electric vehicle is lowered to a predetermined amount or less, the three-phase motor is not any longer driven. Accordingly, the electric vehicle may include a high voltage charger and charge the high voltage battery. 
     Such a high voltage charger is largely classified into a low speed charger using a single-phase AC power supply for household power supplies and a high speed charger using three-phase AC power supply for transmission and distribution. 
     Furthermore, each of the inverter, high voltage charger, and low voltage charger are prepared as mutually separated from each other and lots of time and man power are consumed to design each of them to be mounted in the electric vehicle. Accordingly, an inverter-charger integration apparatus for an electric vehicle in which each of the above-described devices are integrated into one is being developed. 
     However, various issues occur by integrating the above-described two functions into one. 
     In particular, due to user&#39;s carelessness, the three-phase motor may operate during a charging operation and there is difficulty in mode selection between the charging operation and a driving operation. 
     That is, the inverter-charger integration apparatus for an electric vehicle simply performs the charging operation or the driving operation according to a state of an external switch. However, a vehicle that does not use such an external switch has difficulty in the operation selection. 
     In addition, since an external switch is to be separately installed for the operation selection, additional manufacturing processes are necessary and a unit cost increases. Moreover, since a solution for the case where a driver drives a motor during a charging operation is not prepared, he/she may be damaged. 
     SUMMARY 
     Embodiments provide an operating method of an inverter-charger integration apparatus for an electric vehicle capable of selecting an operation mode of the inverter-charger integration apparatus by combining various elements without depending on an external switch. 
     Technical tasks obtainable from the present invention are not limited to the above mentioned technical tasks. And, other unmentioned technical tasks can be clearly understood from the following description by those skilled in the art to which the present invention pertains. 
     In one embodiment, an operating method of an inverter-charger integration device for an electric vehicle includes: confirming whether a charge switch and a controller area network (CAN) communication module are used; when both the charge switch and the CAN communication module are in use, determining an operation mode of an inverter by using a first table; when only the charge switch is in use, determining the operation mode of the inverter by using a second table; when only the CAN communication module is in use, determining the operation mode of the inverter by using a third table; and when both the charge switch and the CAN communication module are not in use, determining the operation mode of the inverter by using a fourth table. 
     The determining of the operation mode of an inverter by using the first table may include: confirming states of an ignition key switch and the charge switch; when at least one of the states of the ignition key switch and the charge switch is a first state corresponding to an On-state, providing driving power to the inverter; when the driving power is provided, confirming the state of the charge switch, a state of the CAN communication module, and an input state of AC power; and determining the operation mode of the inverter according to the confirmation result. 
     The determining of the operation mode of the inverter according to the confirmation result may include: determining the operation mode of the inverter according to the confirmed states; when the state of the charge switch is the first state corresponding to the On-state, a communication state of the CAN communication module is a first state where a charge request communication message is received, or the input state of the AC power is a first state where normal AC power is input; when at least one of the state of the charge switch, the communications state of the CAN communication module, and the input state of the AC power is the first state, determining the operation mode of the inverter to a charging mode; and when all of the state of the charge switch, the communication state of the CAN communication module, and the input state of the AC power are the second state which is opposite to the first state, determining the operation mode of the inverter to a driving mode. 
     The determining of the operation mode of the inverter by using the second table may includes: confirming a state of the ignition key switch and the state of the charge switch; when at least one of the states of the ignition key switch and the charge switch is a first state corresponding to an On-state, providing driving power to the inverter; when the driving power is provided, determining whether the state of the charge switch is the first state corresponding to the On-state, or an input state of the AC power is a first state where normal AC power is input; when at least one of the state of the charge switch and the input state of the AC power is the first state, determining the operation mode of the inverter to a charging mode; and when both the state of the charge switch and the input state of the AC power is the second state, which is opposite to the first state, setting the operation mode of the inverter to a driving mode. 
     The determining of the operation mode of the inverter by using the third table may include: confirming an ignition key switch; when a state of the ignition key switch is a first state corresponding to an On-state, providing driving power to the inverter; when the driving power is supplied, determining whether a communication state of the CAN communication module is a first state in which a charge requesting communication message is received or a second state in which the AC power is normally input; when at least one of the CAN communication module and the input state of the AC power is the first state, determining the operation mode of the inverter as a charging mode; and when both the CAN communication module and the input state of the AC power are the second state which is opposite to the first state, setting the operation mode of the inverter as a driving mode. 
     The determining of the operation mode of the inverter by using the fourth table may include: confirming an ignition key switch; when a state of the ignition key switch is a first state corresponding to an On-state, providing driving power to the inverter; when the driving power is supplied, confirming the input state of the AC power; when the input state of the AC power is in a first state where the AC power is normally input, determining the operation mode of the inverter as a charging mode; when the input state of the AC power is a second state which is opposite to the first state, setting the operation mode of the inverter as a driving mode. 
     The operation method may further include, when the operation mode of the inverter is determined as the charging mode, providing charge power to a high voltage battery by using the inverter. 
     The providing of the charge power may include: confirming a gear shift state; when the confirmed gear shift state is neutral, operating the inverter and providing the charge power to the high voltage battery; and when the confirmed gear shift state is another state except the neutral state, stopping the operation of the inverter and stopping the charging operation. 
     The operation method may further include, when the confirmed gear shift state is another state except the neutral state, outputting a warning message, wherein the warning message comprises a message requesting a state change of the gear shift for starting to charge the high voltage battery. 
     The first table may be configured with the operation mode of the inverter to be determined according to combination of a state of an ignition key, a communication state of the CAN communication module and an input state of AC power, the second table may be configured with the operation mode of the inverter to be determined according to the state of the ignition key switch, the state of the charge switch, and the input state of the AC power, the third table may be configured with the operation mode of the inverter to be determined according to the state of the ignition key switch, the communication state of the CAN communication module and the input state of the AC power, and the fourth table may be configured with the operation mode of the inverter to be determined according to the state of the ignition key switch and the input state of the AC power. 
     The details of one or more embodiments are set forth in the accompanying drawings and the description below. Other features will be apparent from the description and drawings, and from the claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  illustrates a configuration of an inverter-charger integration apparatus for an electric vehicle according to an embodiment. 
         FIG. 2  illustrates a first table according to an embodiment. 
         FIG. 3  illustrates a second table according to an embodiment. 
         FIG. 4  illustrates a third table according to an embodiment. 
         FIG. 5  illustrates a fourth table according to an embodiment. 
         FIG. 6  is a flowchart explaining, for each step, an operating method of an inverter-charger integration apparatus for an electric vehicle according to a first embodiment. 
         FIG. 7  is a detailed flowchart of operation  106  of  FIG. 106 . 
         FIG. 8  is a flowchart explaining, for each step, an operating method of an inverter-charger integration apparatus for an electric vehicle according to a second embodiment. 
         FIG. 9  is a flowchart explaining, for each step, an operating method of an inverter-charger integration apparatus for an electric vehicle according to a third embodiment. 
         FIG. 10  is a flowchart explaining, for each step, an operating method of an inverter-charger integration apparatus for an electric vehicle according to a fourth embodiment. 
         FIG. 11  is a flowchart explaining, for each step, an operating method of an inverter-charger integration apparatus for an electric vehicle in a charging mode. 
         FIG. 12  is a flowchart explaining, for each step, an operating method of an inverter-charger integration apparatus for an electric vehicle in a driving mode. 
     
    
    
     DETAILED DESCRIPTION OF THE EMBODIMENTS 
     Reference will now be made in detail to the embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings. 
     Advantages and features of the present invention, and methods for achieving the same will be cleared with reference to exemplary embodiments described later in detail together with the accompanying drawings. However, the present invention is not limited to the following exemplary embodiments, but realized in various forms. In other words, the present exemplary embodiments are provided just to complete disclosure the present invention and make a person having an ordinary skill in the art understand the scope of the present invention. The present invention should be defined by only the scope of the accompanying claims. Throughout this specification, like numerals refer to like elements. 
     When it is determined detailed description related to a related known function or configuration that may make the purpose of the present invention unnecessarily ambiguous in describing embodiments of the present invention, the detailed description will be omitted here. Also, terms used herein are defined to appropriately describe the exemplary embodiments of the present invention and thus may be changed depending on a user, the intent of an operator, or a custom. Accordingly, the terms must be defined based on the following overall description of this specification. 
     It is to be understood that blocks in the accompanying block diagrams and compositions of steps in flowcharts can be performed by computer program instructions. These computer program instructions can be provided to processors of, for example, general-purpose computers, special-purpose computers, and programmable data processing apparatuses. Therefore, the instructions performed by the computer or the processors of the programmable data processing apparatus generate means for executing functions described in the blocks in block diagrams or the steps in the flowcharts. The computer program instructions can be stored in a computer available memory or a computer readable recording medium of the computer or the programmable data processing apparatus in order to realize the functions in a specific manner. Therefore, the instructions stored in the computer available memory or the computer readable recording medium can manufacture products including the instruction means for performing the functions described in the blocks in the block diagrams or the steps in the flowcharts. Also, the computer program instructions can be loaded onto the computer or the computer programmable data processing apparatus. Therefore, a series of operational steps is performed in the computer or the programmable data processing apparatus to generate a process executed by the computer, which makes it possible for the instructions driving the computer or the programmable data processing apparatus to provide steps of executing the functions described in the blocks of the block diagrams or the steps of the flowcharts. 
     Each block or each step may indicate a portion of a module, a segment or a code including one or more executable instructions for performing a specific logical function (or functions). It should be noted that, in some modifications of the present invention, the functions described in the blocks or the steps may be generated out of order. For example, two blocks or steps continuously shown can be actually performed at the same time, or they can be performed sometimes in reverse order according to the corresponding functions. 
       FIG. 1  illustrates a configuration of an inverter-charger integration apparatus for an electric vehicle. 
     Referring to  FIG. 1 , the inverter-charger integration apparatus includes an AC power supply  110 , a rectifier  120  rectifying AC power from the AC power supply  110 , a motor  130  for driving the electric vehicle, an inverter  140  for allowing the motor to be driven and a high voltage battery  150  to receive charge power, a connector  170  to which at least one connection device  180  is connected, a controller determining an operation mode of the inverter-charger integration apparatus on the basis of a signal input from the connection device  180  connected to the connector  170 , and controlling the above-described components on the basis of the determined operation mode. 
     The rectifier  120  may rectify a single-phase AC power from the AC power supply  110  and provide the rectified power for charging the battery  150 . The rectifier  120  may receive typical 220V single-phase AC power of typical household power supplies. 
     The motor  130  is for driving the electric vehicle and may perform a role of delivering DC power rectified through the rectifier  120  to the inverter  140 . In addition, the motor  130  may be driven, in a driving mode, by receiving AC power converted from power charged in the high voltage battery  150  by a switching operation of the inverter  140 . 
     The DC voltage converted through the rectifier  120  is provided to the inverter  140  through a coil of the motor  130 . 
     The inverter  140  switches the DC power received through the motor  130  according to a switching signal and provides the DC power to the high voltage battery  150 , and the high voltage battery  150  is charged by the DC power delivered by the switching operation of the inverter  140 . 
     Furthermore, the inverter  140  converts the DC power charged in the high voltage battery  150  into three-phase AC power and provides the three-phase AC power to the motor  130  to drive the motor  130 . 
     The high voltage battery  150  may be a fuel cell, generate a DC power in a scheme generating electrical energy through a chemical reaction of hydrogen (H2) and oxygen (O2) and accumulating the generated electrical energy in a stack, and be charged by the DC power received through a terminal of the battery. 
     A battery switch  160  intermittently connects power provided to or output from the high voltage battery  150 . 
     That is, the inverter  140  converts DC power flowing through the motor  130  into charge power and provide the charge power to the high voltage battery  150  in a first operation mode (charging mode). 
     In addition, the inverter  140  converts the DC power charged in the high voltage battery  150  into three-phase AC power and provide the three-power AC power to the motor  130  in a second operation mode (driving mode). 
     The controller  190  determines an operation mode of the inverter  140  on the basis of signals input from the various connection devices  180  connected to the connector  170 . 
     In addition, the controller  190  determines whether to start an operation and whether to stop the operation of the inverter  140  on the basis of signals input from the connection devices  180 . 
     In conclusion, the controller  190  determines the operation mode of the inverter  140  and operation start time of the inverter  140  by using the signals input from the various connection devices  180  connected to the connector  170 . 
     Here, the controller  190  determines the operation mode of the inverter  140  by using various conditions. 
     The various conditions include a state of an ignition key, a state of a charge switch, and a state of a controller area network (CAN) communication message and an input state of an AC power supply. 
     Furthermore, the controller  190  stores a plurality of tables and determines, from among the plurality of tables, a table to be used according to whether the connection device  180  is present. 
     The plurality of tables may include first to fourth tables. 
     That is, an ignition key switch  182  is necessarily connected to the connector  170 . However, the charge switch  184  or a CAN communication module  188  may be selectively connected to the connector  170  according to whether to use it. 
     Accordingly, the plurality of tables include the first table to be used in the case where both the charge switch  184  and the CAN communication module  188  are connected to the connector  170 , the second table to be used in the case where only the charge switch  184  is connected, the third table to be used in the case where only the CAN communication module  188  is connected, and the fourth table to be used in the case where none of them is connected. 
     Therefore, the controller  190  determines the operation mode by using any one table among the first to fourth tables according to a connection state of the connection devices. 
     Hereinafter, the operation of the controller  190  is described in detail. 
       FIG. 2  illustrates the first table according to an embodiment. 
     The connection device  180  connected to the connector  170  may include the ignition switch  182 , the charge switch  184 , a warning signal generation unit  186 , and the CAN communication module  188 . 
     However, other connection devices besides the above-described connection device  180  may be connected to the connector  170 . For example, an AC power detector (not shown) detecting an AC power level from the AC power supply  110  may be connected to the connector  170 . In addition, a gear state detector detecting a current gear state (for example, neutral (N), parking (P), drive (D), and reverse (R)) may be further connected to the connector  170 . 
     That is, when both the charge switch  184  and the CAN communication module  188  are connected to the connector  170 , the controller  190  determines an operation mode of the inverter  140  by using the first table as shown in  FIG. 2 . 
     In other words, when the charge switch  184  and the CAN communication module  188  are connected to the connector  170 , and both charge switching function and CAN communication function are supported, the controller  190  determines the operation mode of the inverter  140  by using the first table. 
     Accordingly, the controller  190  determines the operation mode of the inverter  140  on the basis of a communication state of the CAN communication module  188  and a detection state of the AC power detector. 
     That is, in an electric vehicle supporting the charge switch  184  and the CAN communication module  188 , the controller  190  determines the operation mode of the inverter  140  on the basis of the states of the ignition key switch  182  and the charge switch  184 , the communication state of the CAN communication module  188  and the detection state of the AC power detector. 
     Accordingly, the controller  190  preferentially confirms the states of the ignition key switch  182  and the charge switch  184 . 
     Here, the state of the ignition key switch  182  may include a first state of notifying Key-On and a second state of notifying Key-Off. 
     In addition, the state of the charge switch  184  may include a first state of notifying charging start and a second state of notifying charging stop. 
     The controller  190  confirms whether the each of the states of the ignition key switch  182  and the charge switch  184  is the first state or the second state. 
     When at least any one of the ignition key switch  182  and the charge switch  184  is in the first state, the controller  190  allows the inverter  140  to receive driving power. 
     When both the ignition key switch  182  and the charge switch  184  are in the second state, the controller  190  blocks the driving power provided to the inverter  140 . 
     When at least any one of the ignition key switch  182  and the charge switch  184  is in the first state, the controller  190  allows the inverter  140  to receive driving power. 
     Then, when the ignition key switch  182  and the charge switch  184  are in a state for supplying the driving power to the inverter  140 , the controller  190  determines the operation mode of the inverter  140  by combining the state of the charge switch, the communication state of the CAN communication module and an input level of the AC power. 
     That is, the controller  190  confirms whether at least one of the state of the charge switch, the communication state of the CAN communication module and the input level of the AC power is in a state for performing the charging operation. 
     In other words, the controller  190  determines whether the state of the charge switch is the first state corresponding to an On state, a charge request communication message is received through the CAN communication module, or the input level of the AC power is greater than a preset reference value (normal AC power is input). 
     When the state of the charge switch, the communication state of the CAN communication module and the input level of the AC power is in the state for performing the charging operation, the controller  190  sets the operation mode of the inverter  140  to be the charging mode. 
     In addition, when all the state of the charge switch, the communication state of the CAN communication module and the input level of the AC power are not the state for performing the charging operation, the controller  190  sets the operation mode of the inverter  140  to be the driving mode. 
     Accordingly, only when the state of charge switch state is an Off state, the charge request message is not received through the CAN communication module and the input level of the AC power is not greater than the preset reference value, the operation mode of the inverter  140  is set to the driving mode, and set to the charging mode in the rest of cases. 
     In addition, the controller  190  confirms a gear shift state and controls so that the inverter  140  operates in correspondence to the operation mode set on the basis of the gear shift state. 
     That is, when the operation mode of the inverter  140  is set to the charging mode, the controller  190  drives the inverter  140  only when the gear shift state is in neutral and allows the high voltage battery  190  to be charged, and outputs a warning message when the gear shift state is another state except the neutral state. 
     When the operation mode of the inverter  140  is set to the driving mode, the controller  190  stops the motor when the gear shift state is in neutral and drives the motor  130  in the rest of states. 
     As described above, the controller  190  determines the operation mode of the inverter  140  through combination of various conditions and determines operation start or operation stop of the inverter by using the gear state, thereby increasing stability. 
     According to the embodiment described above, stability and a customer satisfaction index of the electric vehicle may be increased by solving various issues occurring when the inverter and the charger, which have been separately operated, are integrated into one. 
       FIG. 3  illustrates the second table according to an embodiment, 
     The connection device  180  connected to the connector  170  may include the ignition key switch  182 , the charge switch  184  and the warning signal generating unit  186 , differently from the description in relation to  FIG. 2 . 
     That is, when only the charge switch  184  is connected to the connector  170 , the controller  190  determines the operation mode of the inverter  140  by using the second table as shown in  FIG. 3 . 
     In other words, when only the charge switch  184  is connected to the connector  170  and accordingly only the charge switching function is supported, the controller  190  determines the operation mode of the inverter  140  by using the second table. 
     That is, the controller  190  confirms the states of the ignition key switch  182  and the charge switch  184 . 
     Here, the state of the ignition key switch  182  may include a first state of notifying Key-On, and a second state of notifying Key-Off. 
     The state of the charge switch  184  may also include a first state of notifying the charge start and a second state of notifying the charge stop. 
     The controller  190  confirms whether each of the states of the ignition key switch  182  and the charge switch  184  is the first state or the second state. 
     When at least any one of the ignition key switch  182  and the charge switch  184  is in the first state, the controller  190  allows the inverter  140  to receive the driving power. 
     When both the ignition key switch  182  and the charge switch  184  are in the second state, the controller  190  blocks the driving power from being provided to the inverter  140 . 
     When the states of the ignition key switch  182  and the charge switch  184  are in a state for supplying power voltage to the inverter  140 , the controller  190  determines the operation mode of the inverter  140  by combining the charge switch state and the input level of the AC power. 
     That is, the controller  190  confirms whether at least one of the state of the charge switch and the input level of the AC power is in a state for performing the charging operation. 
     In other words, the controller  190  determines whether the state of the charge switch is the first state corresponding to an On state, or the input level of the AC power is greater than a preset reference value (normal AC power is input). 
     When at least one of the state of the charge switch and the input level of the AC power is in the state for performing the charging operation, the controller  190  sets the operation mode of the inverter  140  to be the charging mode. 
     In addition, when both the state of the charge switch and the input level of the AC power are not in the state for performing the charging operation, the controller  190  sets the operation mode of the inverter  140  to be the driving mode. 
     Accordingly, only when the charge switch state is an Off state and the input level of the AC power is not greater than the preset reference value, the operation mode of the inverter  140  is set to the driving mode, and set to the charging mode in the rest of cases. 
     In addition, the controller  190  confirms a gear shift state and controls so that the inverter  140  operates in correspondence to the operation mode set on the basis of the gear shift state, similarly to the description in relation to the first table. 
       FIG. 4  illustrates the third table according to an embodiment. 
     The connection device  190  connected to the connector  170  may include the ignition key switch  182 , the warning signal generating unit  186 , and the CAN communication module  188 . 
     That is, when only the CAN communication module  188  is connected to the connector  170 , the controller  190  determines the operation mode of the inverter  140  by using the third table as shown in  FIG. 4 . 
     In other words, when only the CAN communication module  188  is connected to the controller  170  and only the CAN communication function is supported, the controller  190  determines the operation mode of the inverter  140  by using the third table. 
     Accordingly the controller  190  determines the operating mode of the inverter  140  on the basis of a state of the ignition key switch  182 , a communication state of the CAN communication module  188 , and a detections state of the AC power detector. 
     That is, in an electric vehicle supporting only the CAN communication module  188 , the controller  190  determines the operation mode of the inverter  140  on the basis of the state of the ignition key switch  182 , the communication state of the CAN communication module  188  and the detection state of the AC power detector. 
     Accordingly, the controller  190  preferentially confirms the state of the ignition key switch  182 . 
     Here, the state of the ignition key switch  182  may include a first state of notifying Key-On and a second state of notifying Key-Off. 
     The controller  190  confirms whether the state of the ignition key switch  182  is the first state or the second state. 
     When the ignition key switch  182  is in the first state, the controller  190  allows the inverter  140  to receive the driving power. 
     When the ignition key switch  182  is in the second state, the controller  190  blocks the driving power voltage from being provided to the inverter  140 . 
     Furthermore, when the state of the ignition key switch  182  is in a state for supplying power voltage to the inverter  140 , the controller  190  allows the inverter  140  to receive the driving power and then determines the operation mode of the inverter  140  by combining the communication state of the CAN communication module and the input level of the AC power. 
     That is, the controller  190  confirms whether at least one of the state of the charge switch, the communication state of the CAN communication module and the input level of the AC power is in a state for performing the charging operation. 
     In other words, the controller  190  determines whether the charge request communication message is received through the CAN communication module, or the input level of the AC power is greater than a preset reference value (normal AC power is input). 
     When at least any one of the communication state of the CAN communication module and the input level of the AC power is in the state for performing the charging operation, the controller  190  sets the operation mode of the inverter  140  to be the charging mode. 
     In addition, when both the communication state of the CAN communication module and the input level of the AC power are not in the state for performing the charging operation, the controller  190  sets the operation mode of the inverter  140  to be the driving mode. 
     Accordingly, only when the charge request message is not received through the CAN communication module and the input level of the AC power is not greater than the preset reference value, the operation mode of the inverter  140  is set to the driving mode, and set to the charging mode in the rest of cases. 
     In addition, similarly to the description in relation to the first table, the controller  190  confirms a gear shift state and controls so that the inverter  140  operates in correspondence to the operation mode set on the basis of the gear shift state. 
       FIG. 5  illustrates the fourth table according to an embodiment. 
     That is, in an electric vehicle not supporting the charge switch  184  and the CAN communication module  188 , the controller  190  determines the operation mode of the inverter  140  by using the fourth table as shown in  FIG. 5 . 
     A condition according to the fourth table includes only the states of the ignition key switch  182  and the input AC power. 
     Accordingly, the controller  190  preferentially detects the state of the ignition key switch  182 . The state of the ignition key switch  182  may include a first state of notifying Key-On and a second state of notifying Key-Off. 
     The controller  190  confirms whether the state of the ignition key switch  182  is the first state or the second state. 
     When the ignition key switch  182  is in the second state, the controller  190  stops the operation of the inverter  140  since the driving of the electric vehicle is stopped. 
     At this time, the inverter  140  is in a state of being blocked from the driving power. That is, the state of the ignition key switch  182  is used as a condition for determining to provide the driving power voltage to the inverter  140 . 
     Then, when the state of the ignition key switch  182  is the first state, the controller  190  provides the driving power to the inverter  140  and accordingly confirms an input state of the AC power. In addition, the controller  190  determines whether the AC power is input in a preset level of a reference value or greater or smaller than the reference value. 
     Here, the reference value may be 85 Vac. That is, typically the AC power has an input level of 110V or 220V. However, the input level of the AC power may have an error range, and accordingly the controller  190  determines whether the AC power is currently input in consideration of the error range of the AC power. 
     That, when the currently used AC power is 220V, the reference value may be 175 Vac, which is 80% of 220V, and when the currently used AC power is 110V, the reference value may be 85 Vac. 
     Accordingly, the controller  190  determines whether the AC power is currently input, in other words, whether a charging plug for charging is connected by using the reference value set as the above-described. 
     When the input level of the AC power is greater than the preset reference, the controller  190  determines preparation for charging is completed and sets the operation mode of the inverter  140  to be the charging mode. Accordingly, the inverter  140  performs the switching operation on the basis of a first switching signal provided for the charging operation. Here, the first switching signal may be generated in the charging signal generating unit for operation of the charger and output. 
     When the input level of the AC power is not greater than the preset reference value, the operation mode of the inverter  140  is set to the driving mode. Accordingly, the inverter performs switching operation on the basis of a second switching signal provided for driving the motor. Here, the second switching signal may be generated in the motor driving signal generating unit for driving the motor and output. 
     In addition, the controller determines whether to start an operation of the inverter  140  by using the current gear shift state in the state where the operation mode of the inverter  140  is determined. 
     That is, when the operation mode of the inverter  140  is the charging mode, the controller  190  allows the charging operation to be performed by the inverter  140  only when the gear shift state is in neutral, and stops the operation of the inverter  140  for the rest of the states except the neural state of the gear shift. 
     Here, the controller  190  generates a warning signal when the gear shift state is any one of P, R, and D for driving the motor in a state where the operation mode of the inverter  140  is set to the charging mode for the charging operation. 
       FIG. 6  is a flowchart illustrating an operation method of an inverter-charger integration apparatus for an electric vehicle according to a first embodiment for each operation.  FIG. 7  is a detailed flow chart of operation  106  of  FIG. 6 . 
     Referring to  FIG. 6 , the controller  190  confirms the states of the ignition key switch  182  and the charge switch  184  (operation  101 ). That is, the controller  190  determines whether the ignition key switch  182  is in the first state corresponding to Key-On or in the second state corresponding to Key-Off. In addition, the controller  190  determines whether the charge switch  184  is in the first state for notifying the charging start or the second state for notifying the charging stop. The charging start corresponds to the case where the charge switch  184  is in an On state, and the charging stop corresponds to the case where the charge switch  184  is in an Off-state. 
     Then, the controller  190  determines whether at least any one of the confirmed states of the ignition key switch  182  and the charge switch  184  is in the first state (operation  102 ). 
     As the determination result (operation  102 ), when the at least one of the confirmed states of the ignition key switch  182  and the charge switch  184  is in the first state, the controller  190  provides the driving power to the charger-inverter integration apparatus for an electric vehicle (operation  103 ). 
     As the determination result (operation  102 ), when both the confirmed states of the ignition key switch  182  and the charge switch  184  are the second state, the controller  190  blocks the driving power voltage from being provided to the charger-inverter integration apparatus for an electric vehicle (operation  104 ). 
     Then, the controller  190  confirms the state of the charge switch  184 , the communication state of the CAN communication module, and the input level of the AC power from the AC power supply  110  (operation  105 ). That is, the controller  190  confirms whether the CAN communication module is in the first state where a charge request communication message is received or in the second state where the charge request communication message is not received. 
     In addition, the controller  190  confirms whether a charging plug is connected to the AC power supply  110  and the AC power is currently input through the charging plug, or the charging plug is not connected and the AC power is not currently input. 
     The controller  190  determines whether at least one of the confirmed state of the charge switch  184 , the communication state of the CAN communication module and the input level of the AC power is the first state for notifying the charging operation (operation  106 ). 
     As the determination result (operation  106 ), when the charge switch state is in the first state, the communication state of the CAN communication module is the first state, or the input level of the AC power is greater than the preset reference value, the controller  190  sets the operation mode of the inverter  140  to the charging mode (operation  107 ). That is, the controller  190  allows the rectifier  120  to rectify the input AC power from the AC power supply  110  and the inverter  140  to convert the rectified AC power into the charge power of the high voltage battery  150 . 
     In addition, as the determination result (operation  106 ), when the charge switch state is the second state, the communication state of the CAN communication module is the second state, and the input level of the AC power is the preset reference value or smaller, the controller  190  sets the operation mode of the inverter  140  to the driving mode (operation  108 ). That is, the controller  190  allows the inverter  140  to convert the DC power stored in the high voltage battery  150  into the three-phase AC power and provides the three-phase AC power to the motor  130 . 
     Hereinafter, the operation  106  is described in detail. 
     Referring to  FIG. 7 , the controller  190  confirms the state of the charge switch  184  is the first state corresponding to an On-state (operation  201 ). 
     Then, as the determination result (operation  201 ), when the state of the charge switch  184  is the first state, the controller  190  sets the operation mode of the inverter  140  to the charging mode (operation  202 ). 
     Moreover, as the determination result (operation  201 ), when the state of the charge switch  184  is the second state, the controller  190  determines whether a communication message notifying charging state through the CAN communication module is received (operation  203 ). 
     As the determination result (operation  203 ), when the communication message notifying charging state through the CAN communication module is received, the controller  190  proceeds to operation  202  and sets the operation mode of the inverter  140  to the charging mode. 
     On the other hand, as the determination result (operation  203 ), when the communication message is not received through the CAN communication module, the controller  190  determines whether the input level of the AC power is greater than the preset reference value (operation  204 ). 
     As the determination result (operation  204 ), when the input level of the AC power is greater than the preset reference value, the controller  190  proceeds to operation  202  and set the operation mode of the inverter  140  to the driving mode (operation  205 ). 
       FIG. 8  is a flowchart illustrating an operating method of an inverter-charger integration apparatus according to a second embodiment. 
     Referring to  FIG. 8 , the controller  190  confirms the states of the ignition key switch  182  and the charge switch  184  (operation  301 ). That is, the controller  190  determines whether the ignition key switch  182  is in the first state corresponding to Key-On or in the second state corresponding to Key-Off. In addition, the controller  190  determines whether the charge switch  184  is in the first state for notifying the charging start or the second state for notifying the charging stop. The charging start corresponds to a case where the charge switch  184  is in an On-state, and the charging stop corresponds to a case where the charge switch  184  is in an Off-state. 
     Then, the controller  190  determines whether at least any one of the confirmed states of the ignition key switch  182  and the charge switch  184  is in the first state (operation  302 ). 
     As the determination result (operation  302 ), when the at least one of the confirmed states of the ignition key switch  182  and the charge switch  184  is the first state, the controller  190  provides the driving power to the charger-inverter integration apparatus for an electric vehicle (operation  303 ). 
     As the determination result (operation  302 ), when both the confirmed states of the ignition key switch  182  and the charge switch  184  are the second state, the controller  190  blocks the driving power voltage from being provided to the charger-inverter integration apparatus for an electric vehicle (operation  304 ). 
     Then, the controller  190  confirms the state of the charge switch  184  and the input level of the AC power from the AC power supply  110  (operation  305 ). 
     That is, the controller  190  confirms whether a charging plug is connected to the AC power supply  110  and the AC power is currently input through the charging plug, or the charging plug is not connected and the AC power is not currently input. 
     The controller  190  determines whether at least one of the state of the confirmed charge switch  184  and the input level of the AC power is the first state for notifying the charging operation (operation  306 ). 
     As the determination result (operation  306 ), when the charge switch state is in the first state or the input level of the AC power is greater than the preset reference value, the controller  190  sets the operation mode of the inverter  140  to the charging mode (operation  307 ). That is, the controller  190  allows the rectifier  120  to rectify the input AC power from the AC power supply  110  and the inverter  140  to convert the rectified AC power into the charge power of the high voltage battery  150 . 
     In addition, as the determination result (operation  306 ), when the charge switch state is the second state and the input level of the AC power is the preset reference value or smaller, the controller  190  sets the operation mode of the inverter  140  to the driving mode (operation  308 ). That is, the controller  190  allows the inverter  140  to convert the DC power stored in the high voltage battery  150  into the three-phase AC power and provides the three-phase AC power to the motor  130 . 
       FIG. 9  is a flowchart illustrating an operating method of an inverter-charger integration apparatus for an electric vehicle according to a third embodiment. 
     Referring to  FIG. 9 , the controller  190  confirms the state of the ignition key switch  182  (operation  401 ). That is, the controller  190  determines whether the ignition key switch  184  is in the first state corresponding to Key-On or in the second state corresponding to Key-Off. 
     Then, the controller  190  determines whether the confirmed ignition key switch  182  is in the first state (operation  402 ). 
     As the determination result (operation  402 ), when the confirmed ignition key switch  182  is the first state, the controller  190  provides the driving power voltage to the charger-inverter integration apparatus for an electric vehicle (operation  403 ). 
     As the determination result (operation  402 ), when the confirmed state of the ignition key switch  182  is the second state, the controller  190  blocks the driving power voltage from being provided to the charger-inverter integration apparatus for an electric vehicle (operation  404 ). 
     Then, the controller  190  confirms the communication state of the CAN communication module and the input level of the AC power from the AC power supply  110  (operation  405 ). That is, the controller  190  confirms whether the CAN communication module is in the first state where a charge request communication message is received or in the second state where the charge request communication message is not received. 
     In addition, the controller  190  confirms whether a charging plug is connected to the AC power supply  110  and the AC power is currently input through the charging plug, or the charging plug is not connected and the AC power is not currently input. 
     The controller  190  determines whether at least one of the communication state of the CAN communication module and the input level of the AC power is in the first state for notifying the charging operation (operation  406 ). 
     As the determination result (operation  406 ), when the communication state of the CAN communication module is the first state, or the input level of the AC power is greater than the preset reference value, the controller  190  sets the operation mode of the inverter  140  to the charging mode (operation  407 ). That is, the controller  190  allows the rectifier  120  to rectify the input AC power from the AC power supply  110  and the inverter  140  to convert the rectified AC power into the charge power of the high voltage battery  150 . 
     In addition, as the determination result (operation  406 ), when the communication state of the CAN communication module is the second state and the input level of the AC power is the preset reference value or smaller, the controller  190  sets the operation mode of the inverter  140  to the driving mode (operation  408 ). That is, the controller  190  allows the inverter  140  to convert the DC power stored in the high voltage battery  150  into the three-phase AC power and provides the three-phase AC power to the motor  130 . 
       FIG. 10  illustrates a flowchart illustrating an operation method of an inverter-charger integration apparatus for an electric vehicle according to a fourth embodiment. 
     Referring  FIG. 10 , the controller  190  confirms the state of the ignition key switch  182  (operation  501 ). That is, the controller  190  determines whether the ignition key switch  182  is in the first state corresponding to Key-On or in the second state corresponding to Key-Off. 
     Then, the controller  190  determines whether the confirmed state of the ignition key switch  182  is in the first state (operation  502 ). 
     As the determination result (operation  502 ), when the confirmed state of the ignition key switch  182  is the first state, the controller  190  provides the driving power to the charger-inverter integration apparatus for an electric vehicle (operation  503 ). 
     As the determination result (operation  502 ), when the confirmed state of the ignition key switch  182  is the second state, the controller  190  blocks the driving power from being provided to the charger-inverter integration apparatus for an electric vehicle (operation  504 ). 
     Then, the controller  190  confirms the input level of the AC power (operation  505 ). That is, the controller  190  confirms whether a charging plug is connected to the AC power supply  110  and the AC power is currently input through the charging plug, or the charging plug is not connected and the AC power is not currently input. 
     The controller  190  determines whether the confirmed input level of the AC power is greater than the preset reference value (operation  506 ). That is, the controller  190  confirms whether the level of the input AC power is greater than 85 Vac. 
     Then, as the determination result (operation  506 ), when the input level of the AC power is greater than the preset reference value, the controller  190  sets the operation mode of the inverter  140  to the charging mode (operation  507 ). That is, the controller  190  allows the rectifier  120  to rectify the input AC power from the AC power supply  110  and the inverter  140  to convert the rectified AC power into the charge power of the high voltage battery  150 . 
     In addition, as the determination result (operation  506 ), when the input level of the AC power is the preset reference value or smaller, the controller  190  sets the operation mode of the inverter  140  to the driving mode (operation  508 ). That is, the controller  190  allows the inverter  140  to convert the DC power stored in the high voltage battery  150  into the three-phase AC power and provides the three-phase AC power to the motor  130 . 
     Hereinafter, an operation method for each of the charging mode and the driving mode is described. 
     Referring to  FIG. 11 , the controller  190  sets the operation mode of the inverter  140  to the charging mode, and accordingly confirms the gear shift state (operation  601 ). That is, the controller  190  confirms whether the gear shift state is in neutral or a remaining state (parking, drive or reverse) except the neutral state. 
     Then, the controller  190  determines whether the confirmed gear shift is in neutral (operation  602 ). 
     As the determination result (operation  602 ), when the confirmed gear state is in neutral, the controller  190  allow the charge power to be provided to the high voltage battery  150  by operating the inverter  140  to allow the charging operation to be started. 
     In addition, as the determination result (operation  602 ), the confirmed gear state is in the remaining state except the neutral state, the controller  190  stops the operation of the inverter  140  (operation  604 ). 
     Furthermore, the controller  190  outputs a warning message that the gear shift state is required to be changed into the neutral state for charging the high voltage battery  150  (operation  605 ). 
     Then, referring to  FIG. 12 , the controller  190  sets the operation mode of the inverter  140  to the driving mode, and accordingly confirms the gear shift state (operation  701 ). That is, the controller  190  confirms whether the gear shift state is in neutral or the remaining state (parking, drive, or reverse) except the neutral state. 
     Then, the controller  190  determines whether the confirmed gear shift is in neutral (operation  702 ). 
     As the determination result (operation  702 ), when the confirmed gear shift is in neutral, the controller  190  stops the operation of the inverter  140  and prevents the motor  130  from being driven (operation  703 ). 
     In addition, as the determination result (operation  702 ), when the confirmed gear shift is the remaining state except the neutral state, the controller  190  operates the inverter  140  and allows the driving power voltage to be provided to the motor  130  (operation  704 ). 
     According to embodiments of the present invention, stability and a customer satisfaction index of an electric vehicle can be increased by solving various issues occurring when an inverter and a charger, which have been separately operated, are integrated into one. 
     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 spirit and 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 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.