A battery management system integrated with an electric vehicle communication controller and a management method

Abstract

The present invention relates to a battery management system and management method integrated with an electric vehicle communication controller. The battery management system includes a national standard charging interface, a European standard charging interface, an EVCC module, and a BMS module; the EVCC module is integrated into the BMS module; and the battery management system's external interfaces include a PP port, a CP port, an S+ port, an S-port, an A+ port, an A-port, and a CC2 port. This technical solution integrates the EVCC module and the BMS module to form an integrated battery management system, providing a compatible vehicle electrical architecture. The integrated battery management system's external interfaces and software accommodate both national and European standard charging, achieving a platform-based, compatible design for the BMS software, EVCC hardware and software, and on-board charger software.

Description

Technical Field

[0001] The present invention belongs to the technical field of electric vehicle battery management, and in particular relates to a battery management system and a management method integrated with an electric vehicle communication controller. Background Art

[0002] Due to regional differences in the development environment and market landscape of electric vehicles, charging standards are not currently unified domestically and internationally. The charging interface structures, such as plugs and sockets, and the communication protocols between vehicles and charging stations vary. European and domestic charging standards differ significantly, and Chinese electric vehicles must be redeveloped to meet European charging standards, requiring the redevelopment of multiple components and devices involved in charging functions. This includes adding dedicated European-standard electric vehicle communication controller hardware and software, developing charging software modules for the vehicle controller and battery management system, adjusting the onboard charger software to recognize European-standard charging stations and adjust charging current, and modifying the vehicle's charging socket and wiring harness. This imposes additional development costs, development cycles, and technical challenges on the vehicle.

[0003] Patent number CN202010007728.2, entitled "A System Converting a National Standard System into a European Standard AC / DC Compatible System and Its Operating Method," discloses a method for achieving national standard compatibility with European standards through conversion of AC / DC charging. However, this technology has the following shortcomings: First, insufficient integration. It is unclear whether the PLC module supports the conversion to European standards through integration or as a standalone component, which is rather ambiguous. Second, insufficient adaptability. The description of the PLC module's work compiling the national standard charging protocol with the European standard charging protocol is vague, making it difficult to implement. Third, insufficient reliability. The battery management system determines whether to enter the AC or DC charging process solely by judging the duty cycle signal, and the specific implementation process for entering the DC charging process is unclear. Patent number CN201921853144.6, entitled "A DC Charger Compatible with European and National Standards," discloses an electric vehicle communication controller. By connecting the electric vehicle communication controller to the battery management systems of the European charging pile and the national electric vehicle, respectively, communication between the European charging pile and the national electric vehicle is achieved, thereby enabling European charging of the national electric vehicle. This invention has the following deficiencies: First, the degree of integration is insufficient, and the compatibility solution described cannot realize the platformization of the vehicle-side related control system hardware and software; second, the adaptability is insufficient, and the compatibility between European standard charging piles and national standard electric vehicles is solved only from the charging pile side, which has path dependence in the transformation of European standard charging piles and is relatively passive in implementation; third, the reliability is insufficient, and only the method of achieving compatibility on the pile side is conceptually described, without describing the connection method for achieving reliable entry into the corresponding charging process.

[0004] The core of this development work is the hardware and software for the Electric Vehicle Communication Controller (EVCC) and Battery Management System (BMS). Developing BMS hardware and software that can accommodate both the European (European) and Chinese (Chinese) charging standards is crucial. This allows vehicles using the Chinese standard to quickly adapt to the European standard by simply modifying the charging socket and wiring harness. Summary of the Invention

[0005] The purpose of the present invention is to provide a battery management system and method that integrates an electric vehicle communication controller to achieve a platform design of components related to the national and European standard charging functions of pure electric vehicles. It has high integration, good reliability, and strong adaptability. It can effectively shorten the product development cycle, save costs, and solve the problem of long time and high investment in the adaptability development of national standard electric vehicles exported to Europe.

[0006] To achieve the above-mentioned invention objectives, this application is implemented through the following technical solutions:

[0007] A battery management system integrated with an electric vehicle communication controller, comprising a national standard charging interface, a European standard charging interface, an EVCC module and a BMS module; the EVCC module is integrated on the BMS module;

[0008] The external interfaces of the battery management system include PP port, CP port, S+ port, S- port, CC2 port, A+ port and A- port. Among them, the PP port and CP port are only used for interaction between the EVCC module and the European standard charging interface, and only use PLC communication;

[0009] The S+ port, S- port, A+ port, and A- port are only used to interact with the national standard charging interface and only use CAN communication;

[0010] The CC2 port is a hard-wired interface. When charging according to the national standard, it is used to confirm the connection between the BMS module and the DC fast charging interface. It uses CAN communication. When charging according to the European standard, it is used to confirm the connection between the EVCC module and the European standard DC fast charging interface.

[0011] Furthermore, the EVCC module and the BMS module are connected through four interface signals, namely the internal S+ interface, the internal S- interface, the EV_wake_up hard wire interface and the CC2 hard wire interface. Among them, the internal S+ interface and the internal S- interface complete the CAN communication interaction, and the signal source is the S+ port and S- port of the national standard charging interface; the EV_wake_up hard wire interface realizes mutual wake-up between the EVCC module and the BMS module through the EV_wake_up hard wire; the CC2 hard wire interface confirms the successful DC fast charging gun insertion of the national standard charging interface or the European standard charging interface through the CC2 hard wire.

[0012] Furthermore, the national standard charging interface includes the national standard AC slow charging interface and the national standard DC fast charging interface;

[0013] The national standard AC slow charging interface includes CC port, CP port, N port, PE port and L1 port;

[0014] The national standard DC fast charging interface includes S+ port, S- port, CC1 port, CC2 port, DC+ port, DC- port, A+ port, A- port and PE port.

[0015] Furthermore, the European standard charging interface includes an integrated European standard AC slow charging interface and a European standard DC fast charging interface; including a PP port, a CP port, an L1 port, an L2 port, an L3 port, an N port, a ⊕ port, a DC+ port and a DC- port; wherein the PP port and the CP port are simultaneously connected to the EVCC module and the on-board charging electromechanical signals, and the PP port and the CP port serve as both the interactive interface for the European standard DC fast charging and the interactive interface for the European standard AC slow charging.

[0016] A management method for an integrated electric vehicle communication controller, using any of the above-mentioned battery management systems for an integrated electric vehicle communication controller, including a national standard charging management mode and a European standard charging management mode; the national standard charging management mode includes a national standard AC slow charging management mode and a national standard DC fast charging management mode.

[0017] Furthermore, the national standard charging management mode includes the following steps:

[0018] The national standard AC slow charging management mode includes:

[0019] (1) The national standard AC slow charging gun is inserted into the national standard AC slow charging interface, and the CC port of the national standard AC slow charging interface is connected. The CC signal line wakes up the on-board charger due to the change in the circuit resistance caused by the resistance value in the national standard AC slow charging gun. After the on-board charger is woken up, the self-test is completed;

[0020] (2) The on-board charger detects the PWM duty cycle signal of the CP circuit to check whether the duty cycle is within the set range. If the duty cycle meets the charging conditions, the on-board charger controls the CP circuit to be further connected, informing the charging pile that the vehicle can charge;

[0021] (3) After the on-board charger receives AC power, it outputs a 12V wake-up signal to the BMS through the A+ port and the A- port. At this time, the on-board charger exchanges the wake-up signal with the BMS through the CAN signal. The BMS determines that the current state is the national standard AC slow charging state;

[0022] (4) BMS adjusts the charging current according to the conventional charging control program until AC slow charging is completed;

[0023] National standard DC fast charging management modes include:

[0024] The national standard DC fast charging gun is inserted into the national standard DC fast charging interface. The CAN communication signals of the A+ port and A- port of the national standard DC fast charging interface wake up the BMS. After being woken up, the BMS detects the connection status of the CC2 port. If it detects that the CC2 port is reliably connected, it is confirmed that the national standard DC fast charging gun is inserted successfully and enters the national standard DC fast charging process;

[0025] During the national standard DC fast charging process, the BMS and the DC fast charging pile exchange DC fast charging CAN communication information through the S+ port and S- port of the national standard DC fast charging interface to adjust the charging current until charging is completed.

[0026] Furthermore, in the national standard charging management mode, the EVCC module does not participate in any information interaction.

[0027] Furthermore, the European standard charging management mode includes:

[0028] (11) After the European standard charging gun is inserted into the European standard charging port, the PP port is connected, and the EVCC module detects that the resistor R is connected to the circuit, confirming that the European standard charging gun is inserted;

[0029] (12) The EVCC module detects the duty cycle of the CP port, and the CP port transmits the duty cycle signal output by the charging pile to the EVCC module through PLC communication. When the EVCC module detects that the duty cycle is less than 5%, it is judged as DC fast charging and enters the European standard DC fast charging management mode of step (13). When the duty cycle is between 6% and 93%, it is judged as AC slow charging and enters the European standard AC slow charging management mode of step (14);

[0030] (13) European standard DC fast charging management modes include:

[0031] The EVCC module interacts with the DC charging pile through PLC communication to detect whether the DC charging pile status meets the charging requirements. After the EVCC module confirms that it is currently in DC fast charging mode, it sends a DC charging request to the BMS module. After receiving the request, the BMS module confirms that it is currently in fast charging mode and then sends a charging current instruction to the EVCC module. After receiving the charging current instruction from the BMS, the EVCC module transmits it to the European standard charging pile, adjusts the DC fast charging current, and completes the DC fast charging process.

[0032] (14) The L port, N port, and PE port are connected to the on-board charger, and the DC+ and DC- output by the on-board charger enter the power battery; at this time, the EVCC module does not participate in the AC slow charging control process, and the BMS module only completes the slow charging process according to the conventional charging control program and constant current.

[0033] Compared with the prior art, the present invention has the following beneficial effects:

[0034] This technical solution integrates the EVCC module and the BMS module to form an integrated battery management system and provides a compatible vehicle electrical architecture. The external interface and software of the integrated battery management system take into account both national and European charging standards, realizing the platformization and compatibility design of BMS software, EVCC hardware and software, and on-board charger software. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a schematic diagram of the non-integrated national standard AC slow charging interface and the national standard DC fast charging interface of the present invention.

[0036] Figure 2 This is a schematic diagram of the European standard charging interface that integrates AC slow connection and DC fast charging in the present invention.

[0037] Figure 3 This is a schematic diagram of the integration of the EVCC module and the BMS module.

[0038] Figure 4 Schematic diagram of the integrated battery management system of the present invention.

[0039] Figure 5 This is a schematic diagram of the national standard charging electrical architecture.

[0040] Figure 6 Schematic diagram of the European standard charging electrical architecture. DETAILED DESCRIPTION

[0041] The technical solution of the present invention is described in detail below with reference to the accompanying drawings. The following embodiments are merely exemplary and can only be used to explain and illustrate the technical solution of the present invention, and cannot be interpreted as limiting the technical solution of the present invention.

[0042] like Figure 1 The following figure shows the non-integrated national standard AC slow charging and DC fast charging interfaces. The smaller one on the left is the national standard AC slow charging interface, and the larger one on the right is the national standard DC fast charging interface. The national standard charging interface of this application has an integrated socket in structure, but the national standard charging gun plug is not integrated. There are two types of charging guns: AC slow charging gun and DC fast charging gun.

[0043] The national standard AC slow charging interface includes CC port, CP port, N port, PE port and L1 port; among them, the CC port is the resistance connection confirmation channel, which is used to confirm the insertion of the charging gun; the CP port duty cycle and PLC interaction channel is used for the transmission of PLC communication; the N port is the neutral wire interface of AC power; the PE port is the ground wire interface of AC power; and the L1 port is the live wire interface of AC power.

[0044] The national standard DC fast charging interface includes the S+ port, S- port, CC1 port, CC2 port, DC+ port, DC- port, A+ port, A- port, and PE port. The S+ port is the high-end CAN communication port, used for information exchange between the charging pile and the vehicle; the S- port is the low-end CAN communication port, used for information exchange between the charging pile and the vehicle; the CC1 port is used by the charging pile to detect whether the vehicle is reliably connected; the CC2 port is used by the vehicle to detect whether the charging pile is reliably connected; the DC+ port is the DC positive terminal interface; the DC- port is the DC negative terminal interface; the A+ port is the 12V normal positive terminal interface; the A- port is the 12V normal negative terminal interface; and the PE port is the ground interface.

[0045] like Figure 2 The figure shows a European standard charging interface for both AC slow charging and DC fast charging, including the PP port, CP port, L1 port, L2 port, L3 port, N port, ⊕ port, DC+ port, and DC- port. The PP port and CP port are connected to both the EVCC module and the onboard charger for electromechanical signals, and serve as interactive interfaces for both European standard DC fast charging and European standard AC slow charging. The PP port is the resistor connection confirmation channel, used for plug-in confirmation, and has the same function as the CC port for national standard charging. The CP port is the duty cycle and PLC interaction channel, used for PLC communication transmission, and has the same function as the CP port for national standard charging. The L1 port, L2 port, and L3 port are three-phase interfaces for three-phase AC power. The N port is the neutral port; the ⊕ port is the ground port; the DC+ port is the DC positive terminal interface; and the DC- port is the DC negative terminal interface.

[0046] The main differences between European standard charging and national standard charging are: ① Different communication protocols, European standard charging is ISO15118 / DIN70121, and national standard charging is GB 27930; ② Different communication methods, European standard charging uses PLC, and national standard charging uses CAN; ③ Different interface structures, as mentioned above Figure 1 、 2 As shown; ④ The number and definition of interfaces are different. The national standard charging interface includes A+ port, A- port, CC2 port, etc., while the European standard charging interface does not have the above ports.

[0047] like Figure 3 As shown, this application provides a battery management system with an integrated electric vehicle communication controller, including a national standard charging interface, a European standard charging interface, an EVCC module, and a BMS module; the EVCC module is integrated into the BMS module. The EVCC module is used to implement PLC communication between the electric vehicle and the European standard charging station. At the same time, the BMS module also has a CAN communication module to implement CAN communication interaction between the electric vehicle and the national standard DC charging station.

[0048] The EVCC module and the BMS module are connected through four interface signals, namely the internal S+ interface, the internal S- interface, the EV_wake_up hard wire interface and the CC2 hard wire interface. Among them, the internal S+ interface and the internal S- interface complete the CAN communication interaction, and the signal source is the S+ port and S- port of the national standard charging interface; the EV_wake_up hard wire interface realizes mutual wake-up between the EVCC module and the BMS module through the EV_wake_up hard wire; the CC2 hard wire interface confirms the successful DC fast charging gun insertion of the national standard charging interface or the European standard charging interface through the CC2 hard wire.

[0049] like Figure 4 As shown, the external interfaces of the battery management system include PP port, CP port, S+ port, S- port, CC2 port, A+ port and A- port, which are used to realize the interaction between electric vehicles and European standard or national standard charging piles. Among them, the PP port and CP port are only used for the interaction between the EVCC module and the European standard charging interface, and only PLC communication is used between this integrated battery management system.

[0050] The S+ port, S- port, A+ port and A- port are only used for interaction between the integrated battery management system and the national standard charging interface, and only CAN communication is used.

[0051] The CC2 port is a hard-wired interface. When charging according to the national standard, it is used to confirm the connection between the BMS module and the DC fast charging interface. It uses CAN communication. When charging according to the European standard, it is used to confirm the connection between the EVCC module and the European standard DC fast charging interface.

[0052] The integrated battery management system and other related controllers of the electric vehicle, including the on-board charger, use CAN communication.

[0053] The present application also provides a management method for an integrated electric vehicle communication controller, using any of the above-mentioned integrated electric vehicle communication controller battery management systems, including national standard charging management mode and European standard charging management mode; the national standard charging management mode includes national standard AC slow charging management mode and national standard DC fast charging management mode.

[0054] like Figure 5 The figure shows the schematic diagram of the national standard charging electrical architecture. Compared with the European standard charging gun head, the national standard AC slow charging gun head and the national standard DC fast charging gun head are non-integrated in structure. During normal operation, the user only needs to insert one charging gun. If both the AC slow charging and DC fast charging guns are inserted, the AC slow charging demand will be responded to first.

[0055] The national standard AC slow charging management mode includes:

[0056] The CP port and CC port of the national standard charging interface are connected to the on-board charger to implement information interaction.

[0057] (1) The national standard AC slow charging charging gun is inserted into the national standard AC slow charging interface, and the CC port of the national standard AC slow charging interface is connected. The CC signal line wakes up the on-board charger due to the change in the circuit resistance caused by the resistance value in the national standard AC slow charging charging gun. After the on-board charger is woken up, it completes the self-test.

[0058] (2) The on-board charger detects the PWM duty cycle signal of the CP circuit and checks whether the duty cycle is within the set range. If the duty cycle is ≤7% or >90%, charging is not allowed; charging is allowed between 8% and 90%. If the duty cycle meets the charging conditions, the on-board charger controls the CP circuit to be further connected, informing the charging pile that the vehicle can charge.

[0059] (3) After the on-board charger receives AC power, it outputs a 12V wake-up signal to the BMS through the A+ port and the A- port. At this time, the on-board charger exchanges the wake-up signal with the BMS through the CAN signal. The BMS judges that the current state is the national standard AC slow charging state.

[0060] (4) The BMS adjusts the charging current according to the conventional charging control procedure until AC slow charging is completed.

[0061] National standard DC fast charging management modes include:

[0062] The national standard DC fast charging cable is inserted into the national standard DC fast charging port. The national standard charging port's S+, S-, A+, and A- ports are connected to the integrated battery management system. CAN communication signals from the national standard DC fast charging port's A+ and A- ports wake up the BMS, which then checks the CC2 port's connection status. If CC2 is reliably connected, the national standard DC fast charging cable is successfully inserted, and the national standard DC fast charging process begins.

[0063] During the national standard DC fast charging process, the BMS and the DC fast charging pile exchange DC fast charging CAN communication information through the S+ port and S- port of the national standard DC fast charging interface to adjust the charging current until charging is completed.

[0064] In the national standard charging management mode, the EVCC module does not participate in any information interaction and does not work.

[0065] like Figure 6The diagram shows the European standard charging electrical architecture. The PP and CP ports of the European standard charging interface are connected to the integrated battery management system and the on-board charger at the same time. The PP and CP ports serve as interactive interfaces for both DC fast charging and AC slow charging. When the charging gun is inserted into the electric vehicle, the PP port is connected, and the EVCC module detects that the resistor R is connected to the circuit, confirming that the charging gun has been inserted. Next, the EVCC module detects the duty cycle of the CP port. The CP port transmits the duty cycle signal output by the charging pile to the EVCC module via PLC communication. When the EVCC module detects that the duty cycle is less than 5%, it is judged as DC fast charging; when the duty cycle is between 6% and 93%, it is judged as AC slow charging.

[0066] The EVCC module interacts with the DC charging pile through PLC communication to detect whether the DC charging pile status meets the charging requirements; at the same time, the EVCC module also interacts with the CAN communication information of the electric vehicle charging controller to detect whether the electric vehicle is ready. After the EVCC module confirms that the current DC fast charging is in progress, Figure 3 The switch S1 shown is closed, and the PE port, R3, R5, and U2 form a loop. The EVCC module sends a DC charging request to the BMS module. After receiving the request, the BMS module confirms that it is in fast charging mode and then sends a charging current instruction to the EVCC module. After receiving the charging current instruction from the BMS module, the EVCC module transmits it to the European standard charging pile, adjusts the DC fast charging current, and completes the DC fast charging process.

[0067] The L, N, and PE ports are connected to the onboard charger, and the DC+ and DC- outputs from the onboard charger are fed into the power battery. At this point, the S1 switch is not closed, and the EVCC module does not participate in the AC slow charging control process. The BMS module, acting solely on the predetermined charging current control software (a conventional charging control program), completes the slow charging process at a substantially constant current.

[0068] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings. The above is only a preferred embodiment of the present invention, but the scope of implementation of the present invention is not limited to what is shown in the drawings. Any changes made in accordance with the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which do not exceed the spirit covered by the description and drawings, should be within the scope of protection of the present invention.

Claims

1. A battery management system integrated with an electric vehicle communication controller, characterized in that: It includes a national standard charging interface, a European standard charging interface, an EVCC module and a BMS module; the EVCC module is integrated on the BMS module; The external interfaces of the battery management system include PP port, CP port, S+ port, S- port, CC2 port, A+ port and A- port. Among them, the PP port and CP port are only used for interaction between the EVCC module and the European standard charging interface, and only use PLC communication; The S+ port, S- port, A+ port, and A- port are only used to interact with the national standard charging interface and only use CAN communication; The CC2 port is a hard-wired interface. When charging according to the national standard, it is used to confirm the connection between the BMS module and the DC fast charging interface. It uses CAN communication. When charging according to the European standard, it is used to confirm the connection between the EVCC module and the European standard DC fast charging interface. The EVCC module and the BMS module are connected through four interface signals, namely the internal S+ interface, the internal S- interface, the EV_wake_up hard-wire interface and the CC2 hard-wire interface. Among them, the internal S+ interface and the internal S- interface complete the interaction of CAN communication, and the signal source is the S+ port and S- port of the national standard charging interface; the EV_wake_up hard-wire interface realizes mutual wake-up between the EVCC module and the BMS module through the EV_wake_up hard wire; the CC2 hard-wire interface confirms the success of the DC fast charging gun of the national standard charging interface or the European standard charging interface through the CC2 hard wire; The national standard charging interface includes the national standard AC slow charging interface and the national standard DC fast charging interface; The national standard AC slow charging interface includes CC port, CP port, N port, PE port and L1 port; The national standard DC fast charging interface includes S+ port, S- port, CC1 port, CC2 port, DC+ port, DC- port, A+ port, A- port and PE port; The European standard charging interface includes an integrated European standard AC slow charging interface and a European standard DC fast charging interface; including PP port, CP port, L1 port, L2 port, L3 port, N port, ⊕ port, DC+ port and DC- port; among them, the PP port and CP port are connected to the EVCC module and the on-board charging electromechanical signals at the same time, and the PP port and CP port serve as both the interactive interface of European standard DC fast charging and the interactive interface of European standard AC slow charging.

2. A management method for an integrated electric vehicle communication controller, characterized in that: The battery management system using the integrated electric vehicle communication controller of claim 1 includes a national standard charging management mode and a European standard charging management mode; the national standard charging management mode includes a national standard AC slow charging management mode and a national standard DC fast charging management mode.

3. The management method of the integrated electric vehicle communication controller according to claim 2, characterized in that: The national standard charging management mode includes the following steps: The national standard AC slow charging management mode includes: (1) The national standard AC slow charging gun is inserted into the national standard AC slow charging interface, and the CC port of the national standard AC slow charging interface is connected. The CC signal line wakes up the on-board charger due to the change in the circuit resistance caused by the resistance value in the national standard AC slow charging gun. After the on-board charger is woken up, the self-test is completed; (2) The on-board charger detects the PWM duty cycle signal of the CP circuit and checks whether the duty cycle is within the set range. If the duty cycle meets the charging conditions, the on-board charger controls the CP circuit to be further connected, informing the charging pile that the vehicle can be charged; (3) After the on-board charger receives AC power, it outputs a 12V wake-up signal to the BMS through the A+ port and the A- port. At this time, the on-board charger exchanges the wake-up signal with the BMS through the CAN signal, and the BMS judges that the current state is the national standard AC slow charging state; (4) BMS adjusts the charging current according to the conventional charging control program until AC slow charging is completed; National standard DC fast charging management modes include: The national standard DC fast charging gun is inserted into the national standard DC fast charging interface. The CAN communication signals of the A+ port and A- port of the national standard DC fast charging interface wake up the BMS. After being woken up, the BMS detects the connection status of the CC2 port. If it detects that the CC2 port is reliably connected, it is confirmed that the national standard DC fast charging gun is inserted successfully and enters the national standard DC fast charging process; During the national standard DC fast charging process, the BMS and the DC fast charging pile exchange DC fast charging CAN communication information through the S+ port and S- port of the national standard DC fast charging interface to adjust the charging current until charging is completed.

4. The management method of the integrated electric vehicle communication controller according to claim 3, characterized in that: In the national standard charging management mode, the EVCC module does not participate in any information interaction.

5. The management method of the integrated electric vehicle communication controller according to claim 2, characterized in that: European standard charging management modes include: (11) After the European standard charging gun is inserted into the European standard charging port, the PP port is connected, and the EVCC module detects that the resistor R is connected to the circuit, confirming that the European standard charging gun is inserted; (12) The EVCC module detects the duty cycle of the CP port. The CP port transmits the duty cycle signal output by the charging pile to the EVCC module through PLC communication. When the EVCC module detects that the duty cycle is less than 5%, it is judged as DC fast charging and enters the European standard DC fast charging management mode of step (13). When the duty cycle is between 6% and 93%, it is judged as AC slow charging and enters the European standard AC slow charging management mode of step (14); (13) European standard DC fast charging management modes include: The EVCC module interacts with the DC charging pile through PLC communication to detect whether the DC charging pile status meets the charging requirements. After the EVCC module confirms that it is currently in DC fast charging mode, it sends a DC charging request to the BMS module. After receiving the request, the BMS module confirms that it is currently in fast charging mode and then sends a charging current instruction to the EVCC module. After receiving the charging current instruction from the BMS, the EVCC module transmits it to the European standard charging pile, adjusts the DC fast charging current, and completes the DC fast charging process. (14) The L port, N port, and PE port are connected to the on-board charger, and the DC+ and DC- output by the on-board charger enter the power battery; at this time, the EVCC module does not participate in the AC slow charging control process, and the BMS module only completes the slow charging process according to the conventional charging control procedure and constant current.

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