Charging compatibility control method, driving device controller, and storage medium

Abstract

The application relates to the technical field of charging control, and particularly provides a charging compatibility control method, a driving equipment controller and a storage medium, and aims to solve the technical problem of poor charging compatibility of a low-voltage charging pile and a high-voltage platform vehicle type, which leads to charging failure. For this purpose, the charging compatibility control method of the application is applied to the driving equipment controller, and comprises the following steps: when charging of the driving equipment fails to start, communication interaction messages of the driving equipment and the charging pile in a charging preparation stage are acquired; the charging fault type is determined based on the communication interaction messages; and corresponding charging compatibility control strategies are executed based on the charging fault type. Through the above implementation, the charging fault type can be determined according to the communication interaction messages of the vehicle and the pile, and corresponding charging compatibility control strategies can be executed accordingly, so that the charging failure caused by poor charging compatibility of the low-voltage charging pile and the high-voltage platform vehicle type is solved, and the charging compatibility and charging efficiency between the driving equipment and charging piles of different specifications are improved.

Description

Technical Field

[0001] This application relates to the field of charging control technology, specifically to a charging compatible control method, a driving equipment controller, and a storage medium. Background Technology

[0002] With the rapid development of the new energy vehicle industry, the scale of charging infrastructure construction continues to expand. According to industry statistics, as of March 2025, the number of public DC charging piles nationwide reached 1.785 million, and the number of public AC charging piles reached 2.114 million. Among them, DC charging piles with a maximum voltage of 500V and 750V account for more than 46% of the total, and show a significant uneven regional distribution. The proportion of 1000V and 500V voltage platforms is even higher among high-speed DC charging piles.

[0003] Due to the lack of effective regulation in the early stages of the charging pile industry, its long-term extensive development resulted in inconsistent quality of charging piles. Some charging piles were designed in ways that did not meet national standard charging protocol requirements, leading to poor compatibility between vehicles and charging piles. The overall success rate of a single charge in the industry was less than 90%. Poor reliability and standard compliance of charging infrastructure affected vehicle charging performance, becoming a major source of anxiety for users. In recent years, many automakers have focused on developing 800V and even 900V high-voltage platform vehicles, making the charging compatibility between low-voltage charging piles and high-voltage platform vehicles a significant challenge. This results in high-voltage platform vehicles experiencing charging failures on a large number of existing charging piles, impacting the user experience.

[0004] Accordingly, there is a need in the field for a new charging compatibility control scheme to address the above-mentioned problems. Summary of the Invention

[0005] In order to overcome the above-mentioned defects, this application is made to provide a charging compatibility control method, driving equipment controller and storage medium to solve or at least partially solve the technical problem of poor charging compatibility between low-voltage charging piles and high-voltage platform vehicle models, which leads to charging failure.

[0006] In a first aspect, this application provides a charging compatibility control method applied to a driving equipment controller, the method comprising:

[0007] When the driving device fails to start charging, the communication interaction messages between the driving device and the charging pile during the charging preparation phase are obtained.

[0008] The charging fault type is determined based on the communication interaction message;

[0009] Execute the corresponding charging compatibility control strategy based on the charging fault type.

[0010] In one technical solution of the above-mentioned charging compatibility control method, determining the charging fault type based on the communication interaction message includes:

[0011] Retrieve multiple preset fault types from the charging fault type library;

[0012] The communication interaction message is matched with the multiple preset fault types to determine the charging fault type.

[0013] In one technical solution of the above-mentioned charging compatibility control method, before obtaining multiple preset fault types from the charging fault type library, the method further includes:

[0014] Obtain a charging start failure message between the driving device and the charging pile during the charging preparation phase; the charging preparation phase includes at least one of the following: charging handshake phase, charging parameter configuration phase, and insulation detection phase;

[0015] Based on the charging start failure message, charging faults are classified, and a charging fault type library is established.

[0016] In one technical solution of the above-mentioned charging compatibility control method, the classification of charging faults based on the charging start failure message includes:

[0017] During the charging handshake phase, if only the charging handshake start message is sent and the driving device times out, causing charging to stop, the charging fault is classified as a first preset fault type; if only the charging handshake start message is sent and the charging pile sends a charging termination message, causing charging to stop, the charging fault is classified as a second preset fault type.

[0018] During the charging parameter configuration phase, if the charging pile does not reply with a maximum capacity message and the driving device times out of sending a message, causing charging to stop, the charging fault is classified as a third preset fault type; if the charging pile does not reply with a charging ready message and the driving device times out of sending a message, causing charging to stop, the charging fault is classified as a fourth preset fault type.

[0019] During the insulation detection phase, if the insulation detection voltage of the charging pile is less than the maximum voltage required for charging the driving device, the charging fault is classified as the fifth preset fault type.

[0020] In one technical solution of the above-mentioned charging compatibility control method, the step of executing the corresponding charging compatibility control strategy based on the charging fault type includes:

[0021] Modify the charging configuration parameters of the driving device based on the charging fault type;

[0022] Based on the modified charging configuration parameters, compatible charging is performed using boost charging mode;

[0023] The charging configuration parameters include the maximum charging voltage value of the driving device in the handshake start message of the charging handshake phase, and the maximum allowable total charging voltage in the power battery charging parameter message of the charging configuration phase.

[0024] In one technical solution of the above-mentioned charging compatibility control method, modifying the charging configuration parameters of the driving device based on the charging fault type includes:

[0025] When the charging fault type is any one of the first preset fault type to the fourth preset fault type, the maximum charging voltage value is modified to the first preset threshold, and the maximum allowable total charging voltage is modified to the first preset threshold.

[0026] When the charging fault type is the fifth preset fault type, the maximum allowable total charging voltage is modified to the second preset threshold.

[0027] In one technical solution of the above-mentioned charging compatibility control method, the step of performing compatible charging through a boost charging mode according to the modified charging configuration parameters includes:

[0028] The driving device establishes a communication connection with the charging pile according to the modified charging configuration parameters, so that the charging pile outputs electrical energy based on the modified charging configuration parameters;

[0029] The electrical energy is controlled to be input into the battery of the driving device through a high-voltage distribution box and a booster.

[0030] In one technical solution of the above-mentioned charging compatibility control method, the method further includes:

[0031] When the charging fault type is any one of the first preset fault type to the fourth preset fault type, the modified maximum charging voltage value and the maximum allowable total charging voltage are stored until the driving equipment controller goes into sleep mode.

[0032] In a second aspect, this application provides a driving device controller, which includes a processor and a memory, the memory being adapted to store a plurality of program codes, the program codes being adapted to be loaded and run by the processor to perform the charging compatibility control method described in any of the above-described technical solutions.

[0033] In a third aspect, this application provides a computer-readable storage medium storing a plurality of program codes, the program codes being adapted to be loaded and run by a processor to perform the charging compatibility control method described in any of the above-described technical solutions.

[0034] The above-described technical solutions of this application have at least one or more of the following beneficial effects:

[0035] In implementing the technical solution of this application, the charging compatibility control method is applied to the driving equipment controller, including: when the driving equipment fails to start charging, acquiring the communication interaction messages between the driving equipment and the charging pile during the charging preparation phase, determining the charging fault type based on the communication interaction messages, and executing a corresponding charging compatibility control strategy based on the charging fault type. Through the above implementation method, when the driving equipment fails to start charging, the charging fault type can be clearly identified by acquiring the vehicle-charging pile communication interaction messages, and a corresponding charging compatibility control strategy can be executed accordingly. This solves the problem of charging failure caused by poor charging compatibility between low-voltage charging piles and high-voltage platform vehicle models, improving the charging compatibility and charging efficiency between the driving equipment and charging piles of different specifications. Attached Figure Description

[0036] The disclosure of this application will become more readily understood with reference to the accompanying drawings. It will be readily understood by those skilled in the art that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this application. Wherein:

[0037] Figure 1 This is a schematic flowchart of the main steps of a charging compatibility control method according to an embodiment of this application;

[0038] Figure 2 This is a schematic flowchart of the main steps of a charging compatibility control method according to another embodiment of this application;

[0039] Figure 3 This is a flowchart illustrating the main steps of executing a corresponding charging compatibility control strategy based on the charging fault type according to an embodiment of this application;

[0040] Figure 4 This is a schematic diagram of a charging control link according to an embodiment of this application;

[0041] Figure 5 This is a schematic diagram of a charging control circuit according to an embodiment of this application;

[0042] Figure 6 This is a schematic diagram of the main structure of a driving equipment controller according to an embodiment of this application.

[0043] List of reference numerals in the attached diagram:

[0044] 61: Processor; 62: Memory. Detailed Implementation

[0045] Some embodiments of this application are described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of this application and are not intended to limit the scope of protection of this application.

[0046] In the description of this application, "processor" can include hardware, software, or a combination of both. A processor can be a central processing unit, microprocessor, graphics processor, digital signal processor, or any other suitable processor. A processor has data and / or signal processing capabilities. A processor can be implemented in software, in hardware, or a combination of both. Non-transitory computer-readable storage media includes any suitable medium capable of storing program code, such as magnetic disks, hard disks, optical disks, flash memory, read-only memory, random access memory, etc. The singular terms "a" or "this" can also include plural forms.

[0047] As described in the background section, with the rapid development of the new energy vehicle industry, the scale of charging infrastructure construction continues to expand. According to industry statistics, as of March 2025, the number of public DC charging piles nationwide reached 1.785 million, and the number of public AC charging piles reached 2.114 million. Among them, DC charging piles with a maximum voltage of 500V and 750V account for more than 46% of the total, and show a significant uneven regional distribution. The proportion of 1000V and 500V voltage platforms is even higher among high-speed DC charging piles.

[0048] Due to the lack of effective regulation in the early stages of the charging pile industry, its long-term extensive development resulted in inconsistent quality of charging piles. Some charging piles were designed in ways that did not meet national standard charging protocol requirements, leading to poor compatibility between vehicles and charging piles. The overall success rate of a single charge in the industry was less than 90%. Poor reliability and standard compliance of charging infrastructure affected vehicle charging performance, becoming a major source of anxiety for users. In recent years, many automakers have focused on developing 800V and even 900V high-voltage platform vehicles, making the charging compatibility between low-voltage charging piles and high-voltage platform vehicles a significant challenge. This results in high-voltage platform vehicles experiencing charging failures on a large number of existing charging piles, impacting the user experience.

[0049] To address the technical problem of poor charging compatibility between low-voltage DC charging piles and high-voltage platform vehicles, which leads to charging failures, this application provides a charging compatibility control method, a driving equipment controller, and a storage medium.

[0050] See appendix Figure 1 , Figure 1This is a schematic flowchart illustrating the main steps of a charging compatibility control method according to an embodiment of this application, applied to a driving equipment controller. Figure 1 As shown, the charging compatibility control method in this application embodiment mainly includes the following steps S101 to S103.

[0051] Step S101: When the driving device fails to start charging, obtain the communication interaction messages between the driving device and the charging pile during the charging preparation phase;

[0052] The charging preparation phase includes the charging handshake phase, the insulation detection phase, and the charging parameter configuration phase.

[0053] Step S102: Determine the charging fault type based on the communication interaction message;

[0054] Step S103: Execute the corresponding charging compatibility control strategy based on the charging fault type.

[0055] Based on the methods described in steps S101 to S103 above, when the charging of the driving device fails to start, the charging fault type can be identified by obtaining the vehicle-to-charging pile communication interaction message, and a corresponding charging compatibility control strategy can be executed accordingly. This solves the problem of charging failure caused by poor charging compatibility between low-voltage charging piles and high-voltage platform vehicle models, and improves the charging compatibility and charging efficiency between the driving device and charging piles of different specifications.

[0056] The above-mentioned charging compatibility control method will be further explained below.

[0057] Currently, when charging high-voltage platform vehicles (such as 900V high-voltage architecture vehicles), when the high-voltage platform vehicle is connected to a compatible DC charging pile (such as a DC charging pile that complies with the 2015 version of the national standard protocol and whose output voltage meets the vehicle's requirements), the normal charging process mainly includes two stages: the charging preparation stage and the formal charging stage. The whole process relies on the communication and interaction between the vehicle-side controller (i.e., the driving equipment controller) and the charging pile.

[0058] Specifically, the charging preparation phase is a preliminary step for establishing communication trust between the vehicle and the charging pile and confirming the basic charging conditions. It may include the charging handshake phase, the insulation detection phase, and the charging parameter configuration phase. Each phase can transmit interactive messages through CAN communication to ensure that the vehicle and charging pile requirements are matched.

[0059] During the charging handshake phase, the driving device establishes an initial communication connection with the charging pile. After the driving device physically plugs in the charging gun, the driving device controller sends a "handshake start message" to the charging pile via CAN communication. This message contains basic information about the driving device (such as the high-voltage architecture identifier of the driving device, the initial value of the maximum charging voltage, etc.). After receiving the message, if the charging pile recognizes that the information of the driving device is within its compatibility range (e.g., a 1000V charging pile supports charging 900V models), it replies to the driving device with a "handshake confirmation message," completing the establishment of the communication link. If there is no reply or the reply is abnormal, the charging start fails.

[0060] During the insulation detection phase, after a successful handshake, the charging pile automatically executes the insulation detection process, sending a "pile-end insulation detection message" to the driving equipment controller via CAN communication. This message contains the current insulation detection voltage value of the charging pile (e.g., the detection voltage for a 1000V charging pile is 1000V). After receiving the message, the driving equipment controller compares the insulation detection voltage of the charging pile with the maximum voltage required for charging by the driving equipment. If the insulation detection voltage of the charging pile is greater than or equal to the maximum voltage required for charging by the driving equipment, the voltage is determined to be matched, the charging safety conditions are met, and the process proceeds to the next stage. If the voltage does not match, the charging start-up fails.

[0061] During the charging parameter configuration phase, after the insulation test is passed, the charging pile first sends a "maximum capacity message" to the driving equipment, informing it of its maximum output voltage, maximum output current, etc. The driving equipment controller obtains the current status data (such as the driving equipment's maximum charging voltage, current allowable charging current, SOC, etc.) from the power battery via CAN communication, and generates a power battery charging parameter message based on this data, which is then sent to the charging pile to clarify the driving equipment's charging needs. After receiving the driving equipment's demand message, if the charging pile's own capacity can meet the demand, it sends a "charging ready message" to the driving equipment, marking the completion of the charging preparation phase and entering the formal charging phase; if the demand cannot be met, it triggers a charging start failure.

[0062] Furthermore, if there are no abnormalities during the charging preparation phase, the driving equipment controller can select either direct charging mode or boost charging mode based on the matching relationship between the charging pile voltage and battery requirements. For example, if the insulation detection voltage of the charging pile is greater than or equal to the maximum voltage required for charging the driving equipment (e.g., a 1000V DC charging pile charging a 900V battery), the direct charging mode is selected; if the insulation detection voltage of the charging pile is slightly lower than the maximum voltage required for charging the driving equipment, the boost charging mode is selected to transfer energy to the power battery.

[0063] However, when 500V or 750V DC charging piles (with voltages lower than the charging requirements of the driving equipment) or some charging piles that do not conform to the 2015 version of the national standard are connected to the driving equipment, the above charging process will be interrupted during the charging preparation stage, triggering a charging start failure.

[0064] Therefore, in some embodiments of step S101, when the driving device fails to start charging, the communication interaction messages between the driving device and the charging pile during the charging preparation phase (including the charging handshake phase, insulation detection phase, charging parameter configuration phase, etc.) can be obtained.

[0065] Furthermore, in some embodiments of step S102, the charging fault type can be determined based on the communication interaction message.

[0066] Specifically, multiple preset fault types can be obtained from the charging fault type library, and the communication interaction message can be matched with multiple preset fault types to determine the charging fault type.

[0067] In some implementations, a charging fault type library can be established first by using the charging start failure message between the driving device and the charging pile during the charging preparation phase, and then the charging fault type for this charging can be determined based on the various preset fault types in the charging fault type library.

[0068] See appendix Figure 2 , Figure 2 This is a schematic flowchart of the main steps of a charging compatibility control method according to another embodiment of this application. Figure 2 As shown, a charging fault type library can be established through the following steps S201 to S202.

[0069] Step S201: Obtain the charging start failure message between the driving device and the charging pile during the charging preparation phase;

[0070] Step S202: Classify charging faults based on charging start failure messages and establish a charging fault type library.

[0071] Specifically, during the charging handshake phase, if there is only a charging handshake start message and the driving device sends a message that times out, causing charging to stop, the charging fault can be classified as the first preset fault type; if there is only a charging handshake start message and the charging pile sends a charging termination message, causing charging to stop, the charging fault can be classified as the second preset fault type.

[0072] During the charging parameter configuration phase, if the charging pile does not reply with the maximum capacity message and the driving device times out of sending the message, causing charging to stop, the charging fault can be classified as the third preset fault type; if the charging pile does not reply with the charging ready message and the driving device times out of sending the message, causing charging to stop, the charging fault can be classified as the fourth preset fault type.

[0073] During the insulation testing phase, if the insulation testing voltage of the charging pile is less than the maximum voltage required for charging the driving equipment, the charging fault can be classified as the fifth preset fault type.

[0074] Through the above steps S201 to S202, a charging fault type library as shown in Table 1 can be established.

[0075] Table 1

[0076] By using the charging fault type library shown in Table 1, the communication interaction messages during this charging preparation phase can be matched with the above-mentioned preset fault types to determine the charging fault type.

[0077] It should be noted that the examples of preset fault types above are only illustrative. In practical applications, those skilled in the art can establish a charging fault type library according to specific scenarios, and no limitation is made here.

[0078] The above is a further explanation of step S102. The following is a further explanation of step S103.

[0079] In some implementations of step S103 above, a corresponding charging compatibility control strategy can be executed based on the charging fault type.

[0080] See appendix Figure 3 , Figure 3 This is a schematic flowchart illustrating the main steps of executing a corresponding charging compatibility control strategy based on the charging fault type according to an embodiment of this application. Figure 3 As shown, the main steps are S301 to S302.

[0081] Step S301: Modify the charging configuration parameters of the driving equipment based on the charging fault type;

[0082] The charging configuration parameters include the maximum charging voltage value in the handshake start message of the driving equipment during the charging handshake phase, and the maximum allowable total charging voltage in the power battery charging parameter message during the charging configuration phase.

[0083] In some implementations, when the charging fault type is any one of the first preset fault type to the fourth preset fault type, the maximum charging voltage value can be modified to the first preset threshold, and the maximum allowable total charging voltage can be modified to the first preset threshold.

[0084] In some implementations, when the charging fault type is the fifth preset fault type, the maximum allowable total charging voltage can be modified to the second preset threshold.

[0085] Specifically, for the first to fourth preset fault types, during the charging handshake and charging parameter configuration phases, communication between the driving device and the charging pile is abnormal (such as driving device message timeout, charging pile not responding with capability messages, ready messages, etc.). This is because the charging pile cannot recognize the high-voltage demand parameters of the driving device and therefore refuses subsequent interaction. Therefore, it is necessary to modify the configuration parameters of both the charging handshake and charging parameter configuration phases, changing the maximum charging voltage value and the maximum allowable total charging voltage to the first preset threshold, such as changing it from 900V to 730V, so that the charging pile can meet the charging needs of the driving device and avoid communication interruption.

[0086] For the fifth preset fault type, the abnormal communication between the driving device and the charging pile during the insulation detection phase is due to a voltage mismatch between the charging pile and the driving device. Since the handshake was successful during the insulation detection phase, it is only necessary to modify the configuration parameters in the charging parameter configuration phase. Specifically, the maximum allowable total charging voltage is modified to the second preset threshold (e.g., from 900V to 730V; the second preset threshold can be the same as or different from the first threshold). This allows DC charging piles that do not meet national standards or have low voltage specifications (e.g., 500V or 750V DC charging piles) to recognize and accept the charging demand of the driving device, preventing the charging pile from refusing to interact due to detecting a high voltage demand from the driving device that exceeds its output capacity, thus avoiding charging startup failure.

[0087] Furthermore, in some embodiments, when the charging fault type is any one of the first to fourth preset fault types, the modified maximum charging voltage value and the maximum allowable total charging voltage can be stored until the driving equipment controller goes into sleep mode.

[0088] Specifically, during the charging preparation phase, the reason for the first to fourth preset fault types is that the charging pile cannot recognize the voltage parameters of the driving equipment. As long as the driving equipment has not been replaced with a charging pile and the driving equipment controller has not gone into sleep mode, the problem will still exist when the charging is retried next time. For example, non-standard charging piles still cannot recognize 900V high-voltage platform vehicles. Therefore, it is necessary to store the configuration parameters to avoid repeated modifications, reduce communication time, and adapt to the continuous charging needs before the driving equipment controller goes into sleep mode.

[0089] In addition, the fifth preset fault type does not need to store configuration parameters because the cause of the fifth preset fault type is insufficient voltage capability of the charging pile. This contradiction is scenario-dependent. The modified configuration parameters are only effective for the voltage mismatch of the specific charging pile in this case. When the pile is replaced or the next time charging is performed, the parameters may no longer be applicable, so there is no need to store them.

[0090] The above is a further explanation of step S301.

[0091] Step S302: Perform compatible charging using boost charging mode according to the modified charging configuration parameters.

[0092] In some implementations, step S302 may include the following steps S3021 to S3022.

[0093] Step S3021: The driving equipment establishes a communication connection with the charging pile according to the modified charging configuration parameters, so that the charging pile outputs electrical energy based on the modified charging configuration parameters;

[0094] Specifically, the driving device establishes a communication connection with the charging pile based on the modified charging configuration parameters. After the initial charging failure, the communication link between the vehicle and the charging pile can be re-established using the new configuration parameters. When the charging fault type is any one of the first to fourth preset fault types, the driving device sends a message indicating that the maximum charging voltage value equals the first preset threshold (e.g., 730V) during the charging handshake phase, and a message indicating that the maximum allowable total charging voltage equals the first preset threshold during the charging configuration phase. When the charging fault type is the fifth preset fault type, the driving device sends a message indicating that the maximum allowable total charging voltage equals the second preset threshold (e.g., 730V) during the charging configuration phase. After receiving these modified configuration parameters, the charging pile determines that the voltage required by the driving device is within its output capacity range, and thus replies with a normal communication interaction message, completing the connection establishment and outputting power (e.g., a 500V charging pile outputs 500V power, and a 750V charging pile outputs 730V power).

[0095] Step S3022: Control electrical energy to be input into the battery of the driving equipment through the high-voltage distribution box and the booster.

[0096] Specifically, this involves using hardware to increase voltage, thus resolving the conflict between modified configuration parameters and the actual needs of the battery.

[0097] See appendix Figure 4 and attached Figure 5 , Figure 4 This is a schematic diagram of a charging control link according to an embodiment of this application. Figure 5 This is a schematic diagram of a charging control circuit according to an embodiment of this application.

[0098] like Figure 4As shown, solid arrows represent the charging control communication link. The driving equipment controller (such as the vehicle charging controller) obtains information such as the maximum charging voltage, current allowable charging current, and SOC from the battery via CAN communication. It also obtains information such as the current charging port voltage, charging control commands, charging current requests, and charging voltage requests from the boost converter via CAN communication. Furthermore, it obtains voltage and current information from the high-voltage distribution box via CAN communication. Finally, it communicates with the external charging pile via CAN communication to perform handshakes and parameter configuration, obtaining charging process control information. Dashed arrows indicate the energy flow during charging. In direct charging mode, the energy from the charging pile enters the battery directly through the high-voltage distribution box; in boost charging mode, the energy from the charging pile is boosted through the high-voltage distribution box and then enters the battery via the boost converter.

[0099] Furthermore, such as Figure 5 As shown, the charging control circuit includes a charging pile and a driving device, which includes a high-voltage distribution box, a booster, and a battery.

[0100] The charging station is connected to the driving equipment via two lines, DC+ and DC-, to output direct current.

[0101] The high-voltage distribution box is the power distribution center of the high-voltage system of the driving equipment, playing a role in distributing and managing electrical energy. For example... Figure 5 As shown, it receives electrical energy from the charging pile and controls the flow of energy according to the charging mode (direct charging mode or boost charging mode). The high-voltage distribution box contains four high-voltage relays: K1, K2, K3, and K4. These relays act as circuit switches, opening or closing under the control of the driving equipment controller to achieve different circuit connection states. Capacitor C2 is the charging port capacitor, located in the circuit inside the high-voltage distribution box. In boost charging mode, it is pre-charged when K2 is closed. Capacitors have the characteristic of storing charge; the pre-charging process allows a certain voltage to be established across the capacitor, preventing excessive current surges at the moment of subsequent circuit conduction and ensuring the safe and stable start-up of the boost circuit.

[0102] A boost converter is a key component for implementing boost charging mode. Its function is to boost the lower voltage output from the charging pile to a voltage that meets the charging requirements of the vehicle battery. In the technical solution of this application, when the output voltage of the charging pile is lower than the maximum charging voltage required by the battery of the driving device, the closing of the high-voltage relay is controlled to allow the electrical energy to be boosted by the boost converter before entering the battery, thereby achieving compatible charging.

[0103] Capacitor C1 is the high-voltage bus capacitor of the vehicle. It plays a role in filtering and stabilizing the voltage in the circuit. It can smooth the ripple in the current, make the current entering the battery more stable, reduce the impact of current fluctuations on the battery, and protect the battery's performance and lifespan.

[0104] A battery, or power storage battery for a driving device, is the final receiver of electrical energy, used to store electrical energy and provide power for the driving device's operation.

[0105] Furthermore, in some implementations, the specific circuit control logic of the direct charging mode is as follows: the driving equipment controller controls the high-voltage relay K1 and high-voltage relay K3 to close, so that the energy of the charging pile flows directly into the battery through the high-voltage distribution box.

[0106] In some implementations, the specific circuit control logic of the boost charging mode is as follows: The driving equipment controller first controls the high-voltage relay K2 to close, completes the pre-charging of capacitor C2, avoids voltage surge, and then controls the high-voltage relays K1 and K4 to close, so that the energy of the charging pile flows through the high-voltage distribution box, is boosted by the booster, and then enters the battery.

[0107] The booster, based on instructions from the driver's control unit and the actual battery requirements, boosts the input low-voltage electrical energy (e.g., to 900V) before transmitting it to the power battery. This compensates for the voltage difference between the modified configuration parameters (e.g., 730V) and the actual battery requirements (e.g., 900V), ensuring that the final input energy to the battery meets the high-voltage requirements.

[0108] The above is an explanation of step S103.

[0109] The charging compatibility control method provided in this application embeds a series of DC charging compatibility software strategies into the driving equipment controller, enabling high-voltage platform vehicles (such as 900V high-voltage architecture vehicles) to achieve high charging compatibility and high charging efficiency on most DC charging piles on the market (such as 500V DC piles, 50V DC piles, 1000V DC piles and other charging piles with the highest voltage specifications), increasing the success rate of charging on the first attempt from 97% to over 99.5%.

[0110] It should be noted that although the steps in the above embodiments are described in a specific order, those skilled in the art will understand that in order to achieve the effect of this application, different steps do not necessarily have to be executed in such an order. They can be executed simultaneously (in parallel) or in other orders, and these variations are all within the scope of protection of this application.

[0111] Those skilled in the art will understand that all or part of the processes in the method of the above-described embodiment can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable file, or some intermediate form. The computer-readable storage medium can include any entity or device capable of carrying the computer program code, a medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory, a random access memory, an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0112] Furthermore, this application also provides a driving equipment controller. (See appendix) Figure 6 , Figure 6 This is a schematic diagram of the main structure of a driving equipment controller according to an embodiment of this application. Figure 6 As shown, the driving device controller in this embodiment mainly includes a processor 61 and a memory 62. The memory 62 can be configured to store a program for executing the charging compatibility control method of the above-described method embodiments. The processor 61 can be configured to execute the program in the memory 62, which includes, but is not limited to, a program for executing the charging compatibility control method of the above-described method embodiments. For ease of explanation, only the parts related to the embodiments of this application are shown. For specific technical details not disclosed, please refer to the method section of the embodiments of this application.

[0113] In some possible embodiments of this application, the driving device controller may include multiple processors 61 and multiple memories 62. The program executing the charging compatibility control method of the above-described method embodiments can be divided into multiple subroutines, each of which can be loaded and run by a processor 61 to perform different steps of the charging compatibility control method of the above-described method embodiments. Specifically, each subroutine can be stored in a different memory 62, and each processor 61 can be configured to execute programs in one or more memories 62 to jointly implement the charging compatibility control method of the above-described method embodiments; that is, each processor 61 executes different steps of the charging compatibility control method of the above-described method embodiments to jointly implement the charging compatibility control method of the above-described method embodiments.

[0114] The aforementioned multiple processors 61 can be processors deployed on the same device. For example, the aforementioned driving equipment controller can be a high-performance device composed of multiple processors, and the aforementioned multiple processors 61 can be processors configured on that high-performance device. Alternatively, the aforementioned multiple processors 61 can also be processors deployed on different devices. For example, the aforementioned driving equipment controller can be a server cluster, and the aforementioned multiple processors 61 can be processors on different servers within the server cluster. Or, the aforementioned computer device can be a driving equipment cluster, and the aforementioned multiple processors 901 can be processors on different driving devices within the driving equipment cluster.

[0115] Furthermore, this application also provides a computer-readable storage medium. In one embodiment of the computer-readable storage medium according to this application, the computer-readable storage medium can be configured to store a program that performs the charge-compatible control method of the above-described method embodiments. This program can be loaded and run by a processor to implement the above-described charge-compatible control method. For ease of explanation, only the parts related to the embodiments of this application are shown; for specific technical details not disclosed, please refer to the method section of the embodiments of this application. The computer-readable storage medium can be a memory device comprising various driving equipment controllers. Optionally, in the embodiments of this application, the computer-readable storage medium is a non-transitory computer-readable storage medium.

[0116] It should be noted that the relevant user personal information involved in the various embodiments of this application is processed in strict accordance with the requirements of laws and regulations, following the principles of legality, legitimacy, and necessity, based on the reasonable purpose of the business scenario, and is personal information that users actively provide or generate during the use of the product / service, as well as personal information obtained with user authorization.

[0117] The personal information processed in this application will vary depending on the specific product / service scenario and will be based on the specific scenario in which the user uses the product / service. This may involve the user's account information, device information, driving information, vehicle information, or other related information. This application will treat the user's personal information and its processing with the utmost diligence.

[0118] This application attaches great importance to the security of users' personal information and has taken reasonable and feasible security protection measures that comply with industry standards to protect users' information and prevent unauthorized access, disclosure, use, modification, damage or loss of personal information.

[0119] The technical solution of this application has been described above with reference to one embodiment shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A charging-compatible control method, applied to a driving equipment controller, characterized in that, The method includes: When the driving device fails to start charging, the communication interaction messages between the driving device and the charging pile during the charging preparation phase are obtained. The charging fault type is determined based on the communication interaction message, wherein the charging fault type includes a first preset fault type and a fifth preset fault type; during the charging handshake stage, if only the charging handshake start message is sent and the driving device times out and stops charging, then the charging fault type is classified as the first preset fault type; during the insulation detection stage, if the insulation detection voltage of the charging pile is less than the maximum voltage required for charging by the driving device, then the charging fault type is classified as the fifth preset fault type. Executing a corresponding charging compatibility control strategy based on the charging fault type includes: modifying the charging configuration parameters of the driving device based on the charging fault type; and performing compatible charging via boost charging mode according to the modified charging configuration parameters. Specifically, modifying the charging configuration parameters of the driving device based on the charging fault type includes: when the charging fault type is the first preset fault type, modifying the maximum charging voltage value to a first preset threshold and modifying the maximum allowable total charging voltage to the first preset threshold; and when the charging fault type is the fifth preset fault type, modifying the maximum allowable total charging voltage to a second preset threshold.

2. The charging compatibility control method according to claim 1, characterized in that, The charging fault types also include a second preset fault type, a third preset fault type, and a fourth preset fault type; In the charging handshake phase, if only the charging handshake start message is sent and the charging pile sends a charging termination message to stop charging, the charging fault is classified as the second preset fault type. During the charging parameter configuration phase, if the charging pile does not reply with a maximum capacity message and the driving device times out of sending a message, causing charging to stop, then the charging fault is classified as the third preset fault type; if the charging pile does not reply with a charging ready message and the driving device times out of sending a message, causing charging to stop, then the charging fault is classified as the fourth preset fault type.

3. The charging compatibility control method according to claim 2, characterized in that, The modification of the charging configuration parameters of the driving device based on the charging fault type further includes: When the charging fault type is any one of the second preset fault type to the fourth preset fault type, the maximum charging voltage value is modified to the first preset threshold, and the maximum allowable total charging voltage is modified to the first preset threshold.

4. The charging compatibility control method according to claim 1, characterized in that, The step of performing compatible charging via boost charging mode based on the modified charging configuration parameters includes: The driving device establishes a communication connection with the charging pile according to the modified charging configuration parameters, so that the charging pile outputs electrical energy based on the modified charging configuration parameters; The electrical energy is controlled to be input into the battery of the driving device through a high-voltage distribution box and a booster.

5. The charging compatibility control method according to claim 3, characterized in that, The method further includes: When the charging fault type is any one of the first preset fault type to the fourth preset fault type, the modified maximum charging voltage value and the maximum allowable total charging voltage are stored until the driving equipment controller goes into sleep mode.

6. A driving device controller, comprising a processor and a memory, the memory being adapted to store multiple lines of program code, characterized in that, The program code is adapted to be loaded and run by the processor to perform the charging compatible control method according to any one of claims 1 to 5.

7. A computer-readable storage medium storing a plurality of program codes, characterized in that, The program code is adapted to be loaded and run by a processor to perform the charging compatible control method according to any one of claims 1 to 5.

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