European and American standard new energy vehicle type electronic lock control method based on national standard development and vehicle

Abstract

The invention discloses an European and American standard new energy vehicle type electronic lock control method based on national standard development and a vehicle. The European and American standard new energy vehicle type electronic lock control method comprises the steps that an EVCC judges whether the vehicle is in a P-gear state or not; when the vehicle is in the P-gear state, the EVCC is controlled to judge the gun insertion state of the vehicle; when the gun insertion state of the vehicle is the alternating current gun insertion state, controlling a vehicle end controller to judge whether a vehicle end electronic lock is in an unlocking state or not; when the vehicle end electronic lock is in the unlocking state, the vehicle end electronic lock is controlled to execute a lock control process; when the gun insertion state of the vehicle is a direct-current gun insertion state, a vehicle end controller is controlled to judge whether the CC2 resistance value is 1000 omega or not; when the resistance value of the CC2 is 1000 ohms, the EVCC is controlled to carry out processing and topological transmission on the direct-current control lock signal; and the EVCC is controlled to send a lock control instruction, and the vehicle end electronic lock is controlled to execute a lock control process. On the premise of not increasing vehicle end electronic lock hardware and not changing the original logic of a national standard controller, the European and American standard electronic lock control requirements are met, and the system transformation cost and the development period are remarkably reduced.

Description

Technical Field

[0001] This invention relates to the technical field of electric vehicle charging, and in particular to an electronic lock control method and vehicle for new energy vehicles based on national standards and European and American standards. Background Technology

[0002] For the main overseas markets for new energy vehicles that adhere to European and American standards, the conductive charging system of on-board charging stations primarily adopts IEC 62196, while the Chinese national standard uses GB / T 20234. Aside from differences in mechanical interfaces, electrical signals, and safety logic, the most direct pain point is that European and American standards control both fast and slow charging by controlling the vehicle's electronic lock, while the Chinese national standard controls slow charging through the vehicle's electronic lock, and fast charging through the charging station's electronic lock. To enable European and American standard vehicles to control their electronic locks, domestic OEMs mainly use a dedicated fast-charging electronic lock to achieve the same locking / unlocking functionality.

[0003] Therefore, there is an urgent need for an innovative electronic lock control method that can achieve compatibility with European and American electronic lock control requirements by refactoring control logic and optimizing software, based on maximizing the use of existing national standard platform hardware, thus meeting overseas market access conditions, while controlling development and material costs. Summary of the Invention

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes an electronic lock control method for new energy vehicles based on national standards and developed to meet European and American standards. This method achieves compatibility with European and American standard electronic lock control requirements without adding vehicle-side electronic lock hardware or changing the original logic of the national standard controller, significantly reducing system modification costs and development cycle.

[0005] The present invention also proposes a vehicle that adopts the above-mentioned electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards.

[0006] According to a first aspect of the present invention, a method for controlling the electronic lock of a new energy vehicle based on national standards and European and American standards includes: inserting an AC or DC charging gun into a charging base for a national standard vehicle; controlling the vehicle-side controller to determine whether the vehicle is currently in P gear; when the vehicle is in P gear, controlling the vehicle-side controller to determine the charging gun status; when the charging gun status is DC charging, controlling the vehicle-side controller to determine whether the resistance of CC2 is 1000Ω; when the resistance of CC2 is 1000Ω, controlling the charging station electronic lock to execute the locking process; when the charging gun status is AC charging, controlling the vehicle-side controller to determine whether the vehicle-side electronic lock is unlocked; when the vehicle-side electronic lock is unlocked, controlling the vehicle-side controller to issue a locking command while the vehicle-side electronic lock is fault-free, controlling the vehicle-side electronic lock to execute the locking process; inserting an AC or DC charging gun into a charging base for a national standard vehicle; controlling the vehicle-side controller to determine whether the vehicle-side electronic lock is in an unlocked state; when the vehicle-side electronic lock is in an unlocked state, controlling the vehicle-side controller to issue a locking command while the vehicle-side electronic lock is fault-free, controlling the vehicle-side electronic lock to execute the locking process; and inserting an AC charging gun into a charging base for a national standard vehicle. The charging port (either a DC or AC) is inserted into the charging dock for European and American standard vehicles. The EVCC determines if the vehicle is in Park (P) mode. When the vehicle is in Park, the EVCC determines the charging port status. If the charging port is AC, the vehicle controller determines if the electronic lock is unlocked. If the electronic lock is unlocked, the vehicle controller issues a locking command, and if the electronic lock is functioning correctly, the electronic lock executes the locking process. If the charging port is DC, the vehicle controller checks if the resistance of CC2 is 1000Ω. If CC2 is 1000Ω, the EVCC processes and transmits the DC locking signal. The vehicle controller issues a locking command, and if the electronic lock is functioning correctly, the electronic lock executes the locking process.

[0007] According to an embodiment of the present invention, an electronic lock control method for new energy vehicles based on national standards and developed to meet European and American standards has at least the following beneficial effects: This invention, by judging the vehicle's P-gear status, charging type, and key signals, can intelligently decide whether to use the vehicle-side electronic lock under the national standard mode or the vehicle-side electronic lock compatible with the European and American standard mode to handle fast charging scenarios. Especially for DC charging and discharging scenarios, it identifies European and American standard charging piles by judging the CC2 resistance value, and then performs signal processing and conversion through EVCC. Ultimately, the vehicle-side electronic lock still performs the locking, cleverly solving the contradiction that national standard fast charging is controlled by the pile-side lock while European and American standard fast charging requires vehicle-side lock control. It achieves protocol compatibility without changing the hardware. Without changing the existing national standard platform hardware, it achieves full compatibility with European and American standard charging systems only through control strategy innovation, effectively solving the hardware modification cost problem caused by standard differences and significantly reducing the adaptation cost of vehicle export.

[0008] According to some embodiments of the present invention, the control of the vehicle-side electronic lock to execute the locking process includes: after receiving the locking command of the vehicle-side electronic lock, the vehicle-side controller, after a delay, controls the vehicle-side actuator to drive the vehicle-side electronic lock to lock; after receiving the unlocking command of the vehicle-side electronic lock, the vehicle-side controller immediately controls the vehicle-side actuator to drive the vehicle-side electronic lock to unlock.

[0009] The advantages of this invention are: by delaying the locking of the vehicle-side actuator to drive the electronic lock, and immediately unlocking it, the invention employs a control strategy of delayed locking and immediate unlocking, thereby improving the safety and user experience of the charging process. The delayed locking ensures that the charging connector is fully in place and the electrical connection is stable before mechanical locking, preventing abnormalities caused by misoperation or unstable connections. Immediate unlocking ensures that the user can quickly remove the charging gun in case of stopping charging or in emergencies, enhancing operational responsiveness and safety.

[0010] According to some embodiments of the present invention, after receiving the locking command from the vehicle-side electronic lock, the vehicle-side controller, after a delay, controls the vehicle-side actuator to drive the vehicle-side electronic lock to lock, including: after a 500ms delay, controlling the vehicle-side actuator to drive the vehicle-side electronic lock to lock; controlling the time for the vehicle-side actuator to drive the vehicle-side electronic lock to lock in a single operation not exceeding 500ms, while simultaneously receiving real-time electronic lock status feedback; if successful locking is detected within 500ms, then after 200ms, the drive is stopped, the locking command from the vehicle-side controller is cleared, and the current locking process ends; if the time for driving the vehicle-side electronic lock to lock exceeds 500ms, and the vehicle-side electronic lock status feedback is detected as unlocked, then the current locking failure is recorded, the drive is stopped for 300ms, and the next locking drive is executed; if the locking drive fails three times consecutively, the vehicle-side electronic lock fault status is reported; after detecting the electronic lock fault status, the vehicle-side actuator executes the unlock drive three times consecutively.

[0011] The benefits are significant: by setting specific drive times, status detection, and retry mechanisms after failures, the reliability of electronic lock operations is greatly improved. Even if the initial drive fails due to mechanical jamming or other reasons, the system can automatically attempt recovery, avoiding interruptions to the entire charging process due to momentary faults. Reporting faults and executing multiple unlock drives after consecutive failures is a safety failure mechanism. This ensures that if the lock body truly cannot lock, the system can proactively release the locking state and notify the user, preventing operation with faults and ensuring safety.

[0012] According to some embodiments of the present invention, after detecting the fault state of the electronic lock, the vehicle-side actuator executes the unlocking drive three times consecutively, including: the vehicle-side actuator drives for 500ms, stops driving for 300ms, drives for 500ms, stops driving for 300ms, and stops after driving for 500ms; the locking command of the vehicle-side controller is cleared, and the current locking process ends.

[0013] The benefits are that by setting an intermittent operation mode of drive, stop, and drive, an effective recovery method is provided for faults such as mechanical jamming, ensuring that the system can reliably recover from abnormal states, preventing the entire charging process from being interrupted due to a single operation failure, and improving the availability of the system.

[0014] According to some embodiments of the present invention, after receiving the unlocking command of the vehicle-side electronic lock, the vehicle-side controller immediately controls the vehicle-side actuator to drive the vehicle-side electronic lock to unlock, including: controlling the time for the vehicle-side actuator to drive the vehicle-side electronic lock to unlock in a single operation not exceeding 500ms, while simultaneously receiving electronic lock status feedback in real time; when unlocking is successfully detected within 500ms, a 200ms short circuit is performed, the drive is stopped, the vehicle-side controller unlocking command is cleared, and the current unlocking process ends; when the drive continues for more than 500ms and the vehicle-side electronic lock status feedback is detected as locked, the current unlocking failure is recorded, the drive is stopped for 300ms, and the next unlocking drive is executed; if the drive fails three times consecutively, the electronic lock fault status is reported, the vehicle-side controller unlocking command is cleared, and the current unlocking process ends.

[0015] The benefits are: by strictly limiting the drive time and monitoring the status, the actuator is prevented from being overloaded while ensuring unlocking efficiency; the limited number of retries provides fault tolerance and avoids the equipment damage that may be caused by infinite retries, thus achieving a balance between safety and efficiency.

[0016] According to some embodiments of the present invention, controlling the EVCC to determine the vehicle's plug-in status includes: when the pile terminal is in normal condition and the CP duty cycle is between 3% and 7%, forcibly triggering the ISO15118 digital communication protocol, the EVCC performs CP signal analog conversion, converting ISO15118 into the national standard GB / T 27930 communication protocol, and simultaneously the EVCC simulates the CC2 signal to control the vehicle-side controller to determine that the current vehicle is in DC plug-in status; when the pile terminal is in normal condition and the CP duty cycle is greater than 8%, controlling the EVCC to perform topology transmission of the CP signal, and controlling the vehicle-side controller to determine that the current vehicle is in AC plug-in status.

[0017] The benefits are: by intelligently identifying the characteristics of the CP signal and automatically triggering protocol conversion, seamless integration between European and American standard charging piles and national standard vehicle control systems is achieved; the simulated CC2 signal enables the original vehicle-side controller to correctly handle DC charging scenarios according to national standard logic without modifying the charging controller hardware, thus reducing development costs.

[0018] According to some embodiments of the present invention, the control of the EVCC to process and transmit the DC control lock signal includes: the vehicle-end controller determining that the vehicle is in P gear, and the EVCC determining that the vehicle is in DC plug-in state; according to the ISO 15118 digital communication protocol, the EVCC is in PLC power line carrier communication at the charging pile.

[0019] The benefits are: by verifying multiple conditions, the DC interlock function is ensured to be activated only under the correct vehicle conditions, avoiding the risk of misoperation, ensuring strict synchronization between the interlock command and the charging process, and improving the safety and coordination of the entire system.

[0020] According to some embodiments of the present invention, the EVCC, in accordance with the ISO 15118 digital communication protocol, in the PLC power line carrier communication of the charging pile, includes: when the CP voltage is 5V, controlling the BMS to send a BHM message; the EVCC determines that the vehicle-side electronic lock is in an unlocked state, controls the EVCC to send a locking command, and sends the locking command to the vehicle-side controller.

[0021] The advantage is that, based on the coordinated judgment of CP voltage status and BMS messages, the electronic lock is ensured to lock only after the charging pile and the vehicle have completed a safe handshake, thus guaranteeing the reliable locking of the high-voltage charging interface before energy transmission from the source and meeting the most important safety requirements.

[0022] According to some embodiments of the present invention, the step of the EVCC communicating with the charging pile via PLC power line carrier communication according to the ISO 15118 digital communication protocol includes: when the charging pile terminal voltage is less than 60V, and the EVCC and BMS have completed the GB / T27930 communication protocol interaction, the EVCC is controlled to issue a CSD, and at the same time the EVCC sends an unlock command to the vehicle-side controller, and then the vehicle-side controller performs the lock control command according to the national standard procedure.

[0023] The benefits are that by comprehensively monitoring the voltage and communication status at the charging pile end, the electronic lock is ensured to unlock only when charging is completely finished and there is no risk of high voltage, providing sufficient safety for users to remove the gun and effectively preventing dangerous situations of removing the gun while it is energized.

[0024] According to a second aspect of the present invention, a vehicle employs an electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards, as described in any of the above-mentioned claims.

[0025] A vehicle according to an embodiment of the present invention has at least the following beneficial effects: This invention enables rapid upgrades to European and American standards for vehicles built on national standard platforms, significantly shortening the development cycle and reducing costs for vehicle exports, and substantially enhancing the product's international market competitiveness.

[0026] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a timing diagram of a national standard vehicle based on a national standard electronic lock control method for new energy vehicles, according to an embodiment of the present invention. Figure 2 This is a timing diagram of a European and American standard new energy vehicle model according to an embodiment of the present invention; Figure 3 This is a flowchart illustrating a fast charging method for a national standard vehicle based on an electronic lock control method for European and American standard new energy vehicles, as described in an embodiment of the present invention. Figure 4 This is a flowchart illustrating the slow charging process for a Chinese standard vehicle using an electronic lock control method for European and American standard new energy vehicles, as described in an embodiment of the present invention. Figure 5 This is a flowchart illustrating the slow charging process of an electronic lock control method for European and American standard new energy vehicles according to an embodiment of the present invention. Figure 6 This is a flowchart illustrating a European and American standard standard new energy vehicle electronic lock control method according to an embodiment of the present invention, specifically for fast charging of European and American standard vehicles. Detailed Implementation

[0029] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0030] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0031] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" and "second" are mentioned, this is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0032] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation, connection, and linkage" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0033] The following description, in conjunction with the accompanying drawings, describes an electronic lock control method and vehicle for new energy vehicles based on national standards and European and American standards, according to an embodiment of the present invention.

[0034] An embodiment of the present invention provides an electronic lock control method for new energy vehicles based on national standards and developed to meet European and American standards, referring to... Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 ,include: Step S110: Insert the AC or DC charging gun into the charging base of the national standard vehicle model. Step S120: The vehicle-side controller determines whether the vehicle is in P gear. If the vehicle is in P gear, step S130 is executed. If the vehicle is not in P gear, the locking process ends. Step S130: Control the vehicle-side controller to determine the plug status of the vehicle. When the plug status of the vehicle is DC plug status, execute step S140. When the plug status of the vehicle is AC plug status, execute step S160. Step S140: Control the vehicle-side controller to determine whether the resistance value of CC2 is 1000Ω. When the resistance value of CC2 is 1000Ω, execute step S150. When the resistance value of CC2 is not 1000Ω, the lock control process ends. Step S150: Control the electronic lock at the pile end to execute the lock control process; Step S160: Control the vehicle-side controller to determine whether the vehicle-side electronic lock is in the unlocked state. When the vehicle-side electronic lock is in the unlocked state, execute step S170. When the vehicle-side electronic lock is not in the unlocked state, the lock control process ends. In step S170, if the vehicle-side controller sends a lock control command and the vehicle-side electronic lock does not malfunction, proceed to step S180. If the vehicle-side controller does not send a lock control command, the lock control process ends. Step S180: Control the vehicle-side electronic lock to execute the lock control process.

[0035] An embodiment of the present invention provides an electronic lock control method for new energy vehicles based on national standards and developed to meet European and American standards, referring to... Figure 2 It also includes: Step S210: Insert the AC or DC charging gun into the charging base of the European and American standard vehicle. In step S220, EVCC determines whether the vehicle is in P gear. If the vehicle is in P gear, step S230 is executed. If the vehicle is not in P gear, the locking process ends. Step S230: Control the EVCC to determine the plug status of the vehicle. When the plug status of the vehicle is AC plug status, execute step S160. When the plug status of the vehicle is DC plug status, execute step S250. Step S160: Control the vehicle-side controller to determine whether the vehicle-side electronic lock is in the unlocked state. When the vehicle-side electronic lock is in the unlocked state, execute step S170. When the vehicle-side electronic lock is not in the unlocked state, the lock control process ends. In step S170, the vehicle-side controller sends a lock control command while the vehicle-side electronic lock does not malfunction. Then, in step S180, the vehicle-side controller does not send a lock control command, and the lock control process ends. Step S180: Control the vehicle-side electronic lock to execute the lock control process; Step S250: Control the vehicle-side controller to determine whether the resistance value of CC2 is 1000Ω. When the resistance value of CC2 is 1000Ω, execute step S260. When the resistance value of CC2 is not 1000Ω, the lock control process ends. Step S260: Control the EVCC to process and transmit the DC lock control signal. After the DC lock control signal processing and topology transmission are completed, execute step S160. If the DC lock control signal processing and topology transmission are not completed, the lock control process ends. In step S160, if the vehicle-side controller issues a lock control command and the vehicle-side electronic lock does not malfunction, proceed to step S180. If the vehicle-side controller does not issue a lock control command, the lock control process ends. Step S180: Control the vehicle-side electronic lock to execute the lock control process.

[0036] Understandably, by judging the vehicle's P-gear status, charging type, and key signals, this invention can intelligently decide whether to use the vehicle-side electronic lock under the national standard mode or the vehicle-side electronic lock compatible with the European and American standard mode to handle fast charging scenarios. Especially for DC charging and discharging scenarios, it identifies European and American standard charging piles by judging the CC2 resistance value, and then performs signal processing and conversion through EVCC. Ultimately, the vehicle-side electronic lock still performs the locking, cleverly solving the contradiction that national standard fast charging is controlled by the pile-side lock while European and American standard fast charging requires vehicle-side lock control. It achieves protocol compatibility without changing the hardware. Without changing the existing national standard platform hardware, it achieves full compatibility with European and American standard charging systems only through control strategy innovation, effectively solving the hardware modification cost problem caused by standard differences and significantly reducing the adaptation cost of vehicle export.

[0037] It should be noted that the vehicle-side controller can be the VCU (Vehicle Control Unit).

[0038] EVCC is a Chinese standard / European and American standard charging protocol conversion controller.

[0039] CC2 is a key signal for the DC fast charging system, used by the vehicle to confirm whether the charging station is ready.

[0040] In some embodiments of the present invention, in step S150, controlling the vehicle-side electronic lock to execute the locking process includes: after receiving the locking command from the vehicle-side electronic lock, the vehicle-side controller, after a delay, controls the vehicle-side actuator to drive the vehicle-side electronic lock to lock; after receiving the unlocking command from the vehicle-side electronic lock, the vehicle-side controller immediately controls the vehicle-side actuator to drive the vehicle-side electronic lock to unlock.

[0041] Understandably, this invention improves charging safety and user experience by delaying the locking of the vehicle-side electronic lock via a delayed control mechanism and immediately unlocking it. This delayed locking and immediate unlocking strategy ensures the charging connector is fully in place and electrically stable before mechanical locking, preventing malfunctions due to misoperation or unstable connections. Immediate unlocking, on the other hand, allows users to quickly remove the charging gun in case of stopping charging or emergencies, enhancing responsiveness and safety.

[0042] In a further embodiment of the present invention, after receiving the vehicle-side electronic lock locking command, the vehicle-side controller, after a delay, controls the vehicle-side actuator to drive the vehicle-side electronic lock to lock, including: After a 500ms delay, the vehicle-side actuator drives the vehicle-side electronic lock to lock. The time for the vehicle-side actuator to drive the vehicle-side electronic lock to lock in a single operation does not exceed 500ms, while the electronic lock status feedback is received in real time. If the interlock is successfully detected within 500ms, the drive will stop after 200ms, the interlock command of the vehicle controller will be cleared, and the interlock process will end. If the time for locking the vehicle-side electronic lock exceeds 500ms and the vehicle-side electronic lock status is detected as unlocked, then the locking failure is recorded, the drive stops for 300ms, and the next locking drive is executed. If the locking drive fails three times in a row, report a fault status of the vehicle-side electronic lock. After detecting the fault status of the electronic lock, the vehicle-side actuator executes the unlocking drive three times in succession.

[0043] Understandably, by setting specific drive times, status detection, and retry mechanisms after failures, the reliability of electronic lock operations is greatly improved. Even if the initial drive fails due to mechanical jamming or other reasons, the system can automatically attempt recovery, avoiding interruption of the entire charging process due to momentary faults. Reporting faults and executing multiple unlock drives after consecutive failures is a safety failure mechanism. This ensures that if the lock body truly cannot lock, the system can proactively release the locking state and notify the user, preventing operation with faults and ensuring safety.

[0044] In a further embodiment of the present invention, after detecting the fault state of the electronic lock, the vehicle-side actuator executes the unlocking drive three times in succession, including: the vehicle-side actuator drives for 500ms, stops driving for 300ms, drives for 500ms, stops driving for 300ms, and stops after driving for 500ms; the locking command of the vehicle-side controller is cleared, and the current locking process ends.

[0045] Understandably, by setting an intermittent operation mode of drive, stop, and drive, an effective recovery method is provided for faults such as mechanical jamming, ensuring that the system can reliably recover from abnormal states, preventing the entire charging process from being interrupted due to a single operation failure, and improving the availability of the system.

[0046] In some embodiments of the present invention, after receiving the vehicle-side electronic lock unlocking command, the vehicle-side controller immediately controls the vehicle-side actuator to drive the vehicle-side electronic lock to unlock, including: The time for the vehicle-side actuator to unlock the vehicle-side electronic lock in a single operation does not exceed 500ms, while the electronic lock status feedback is received in real time. If unlocking is successfully detected within 500ms, a short circuit is performed for 200ms, the drive is stopped, the vehicle-side controller unlocking command is cleared, and the unlocking process ends. If the continuous drive exceeds 500ms and the vehicle-side electronic lock status feedback is locked, then record the unlocking failure, stop the drive for 300ms, and execute the next unlocking drive. If the drive fails three times in a row, report an electronic lock malfunction, clear the unlock command on the vehicle controller, and the unlocking process ends.

[0047] Understandably, by strictly limiting the drive time and monitoring the status, the system ensures unlocking efficiency while preventing actuator overload; the limited retry mechanism provides fault tolerance while avoiding equipment damage that may result from infinite retries, thus achieving a balance between safety and efficiency.

[0048] In some embodiments of the present invention, step S230, controlling the EVCC to determine the vehicle's plug-in status, includes: When the pile terminal is in normal condition and the CP duty cycle is between 3% and 7%, the ISO15118 digital communication protocol is forcibly triggered. The EVCC performs CP signal analog conversion, converting ISO15118 into the national standard GB / T 27930 communication protocol. At the same time, the EVCC simulates the CC2 signal to control the vehicle-end controller to determine whether the current vehicle is in DC plug-in mode. When the pile terminal is in normal condition and the CP duty cycle is greater than 8%, the EVCC is controlled to transmit the CP signal through the topology, and the vehicle-end controller is controlled to determine whether the current vehicle is in AC plug-in mode.

[0049] Understandably, by intelligently identifying CP signal characteristics and automatically triggering protocol conversion, seamless integration between European and American standard charging piles and national standard vehicle control systems has been achieved; the simulated CC2 signal enables the original vehicle-side controller to correctly handle DC charging scenarios according to national standard logic, without the need to modify the charging controller hardware, thus reducing development costs.

[0050] It should be noted that CP stands for Control Pilot, and its Chinese name is Control and Guidance Signal.

[0051] In some embodiments of the present invention, step S260, controlling the EVCC to process and transmit the DC lockout signal, includes: The vehicle-side controller determines that the vehicle is in P gear, and the EVCC determines that the vehicle is in DC plug-in mode. According to the ISO 15118 digital communication protocol, EVCC uses PLC power line carrier communication in the charging pile.

[0052] Understandably, by using multiple condition checks to ensure that the DC interlock function is activated only under the correct vehicle conditions, the risk of misoperation is avoided, the interlock command and the charging process are strictly synchronized, and the safety and coordination of the entire system are improved.

[0053] In some embodiments of the present invention, according to the ISO 15118 digital communication protocol, EVCC is in PLC power line carrier communication in the charging pile, including: When the CP voltage is 5V, the BMS is controlled to send a BHM message; The EVCC determines that the vehicle-side electronic lock is in the unlocked state, and then controls the EVCC to issue a locking command, which is then sent to the vehicle-side controller.

[0054] Understandably, by coordinating the judgment of CP voltage status and BMS messages, the electronic lock is ensured to lock only after the charging pile and the vehicle have completed a safe handshake. This guarantees the reliable locking of the high-voltage charging interface before energy transmission from the source, thus meeting the most important safety requirements.

[0055] It should be noted that BMS stands for Battery Management System, while BHM stands for Battery Health Monitoring, which is used to monitor the health status of batteries.

[0056] In some embodiments of the present invention, according to the ISO 15118 digital communication protocol, EVCC is in PLC power line carrier communication in the charging pile, including: When the charging pile terminal voltage is less than 60V, and the EVCC and BMS complete the communication protocol interaction according to the national standard GB / T 27930, the EVCC is controlled to issue CSD. At the same time, the EVCC sends the unlock command to the vehicle-side controller, and then the vehicle-side controller carries out the lock control command according to the national standard procedure.

[0057] Understandably, by comprehensively monitoring the voltage at the charging pile end and the communication status, the electronic lock is ensured to unlock only when charging is completely finished and there is no risk of high voltage, providing sufficient safety for users to remove the charging gun and effectively preventing dangerous situations such as removing the charging gun while it is energized.

[0058] It should be noted that CSD stands for charger statistics data message.

[0059] The present invention also proposes a vehicle that adopts an electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards, using any of the above-mentioned methods.

[0060] Understandably, this invention enables rapid upgrades to European and American standards for vehicles built on national standard platforms, significantly shortening the development cycle and cost of vehicle exports and substantially enhancing the product's international market competitiveness.

[0061] In the description of this specification, the references to terms such as "an embodiment, some embodiments, illustrative embodiments, example, specific example, or examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0062] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A method for controlling electronic locks in new energy vehicles based on national standards and European and American standards, characterized in that, include: Insert the AC or DC charging gun into the charging base of the national standard vehicle model; The vehicle-side controller determines whether the vehicle is currently in Park (P) gear. When the vehicle is in P gear, the vehicle-side controller determines the vehicle's plug status. When the vehicle's plug-in state is DC plug-in state, the vehicle-end controller determines whether the resistance value of CC2 is 1000Ω. When the resistance value of CC2 is 1000Ω, the electronic lock at the pile end executes the lock control process. When the vehicle's plug-in status is AC plug-in status, the vehicle-side controller determines whether the vehicle-side electronic lock is in the unlocked state. When the vehicle-side electronic lock is in the unlocked state, the vehicle-side controller issues a lock control command. At the same time, if the vehicle-side electronic lock has no faults, the vehicle-side electronic lock executes the lock control process. Insert the AC or DC charging gun into the charging base for European and American standard models. EVCC determines whether the vehicle is in Park (P) gear; When the vehicle is in P gear, the EVCC controls the vehicle to determine the plug status. When the vehicle's plug-in status is AC plug-in status, the vehicle-side controller determines whether the vehicle-side electronic lock is in the unlocked state. When the vehicle-side electronic lock is in the unlocked state, the vehicle-side controller sends a lock control command and at the same time the vehicle-side electronic lock has no faults, and controls the vehicle-side electronic lock to execute the lock control process. When the vehicle's plug-in state is DC plug-in state, the vehicle-end controller determines whether the resistance value of CC2 is 1000Ω. When the resistance of CC2 is 1000Ω, the EVCC controls the processing and topology transmission of the DC control lock signal; The vehicle-side controller issues a lock control command while the vehicle-side electronic lock is functioning correctly, and then controls the vehicle-side electronic lock to execute the lock control process.

2. The electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards as described in claim 1, characterized in that, The control process for the vehicle-side electronic lock includes: After receiving the locking command from the vehicle-mounted electronic lock, the vehicle-mounted controller delays the time before controlling the vehicle-mounted actuator to lock the vehicle-mounted electronic lock. After receiving the unlocking command from the vehicle-mounted electronic lock, the vehicle-mounted controller immediately controls the vehicle-mounted actuator to drive the vehicle-mounted electronic lock to unlock.

3. The electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards, as described in claim 2, is characterized in that... After receiving the locking command from the vehicle-mounted electronic lock, the vehicle-mounted controller, after a delay, controls the vehicle-mounted actuator to lock the vehicle-mounted electronic lock, including: After a 500ms delay, the vehicle-side actuator is controlled to drive the vehicle-side electronic lock to lock. The time for the vehicle-side actuator to drive the vehicle-side electronic lock to lock in a single operation shall not exceed 500ms, and the electronic lock status feedback shall be received in real time. If the interlock is successfully detected within 500ms, the drive will stop after 200ms, the interlock command of the vehicle controller will be cleared, and the interlock process will end. If the time for driving the vehicle-side electronic lock to lock exceeds 500ms, and the vehicle-side electronic lock status feedback is that it is unlocked, then the locking failure is recorded, the driving is stopped for 300ms, and the next locking drive is executed. If the locking drive fails three times in a row, report the fault status of the vehicle-side electronic lock. After detecting the fault status of the electronic lock, the vehicle-side actuator executes the unlocking drive three times in succession.

4. The electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards, as described in claim 3, is characterized in that... After detecting a fault in the electronic lock, the vehicle-side actuator executes the unlocking drive three times consecutively, including: The vehicle-side actuator drives for 500ms, stops driving for 300ms, drives for 500ms, stops driving for 300ms, and then stops after driving for 500ms. Clear the vehicle-side controller's lockout command, and the current lockout process ends.

5. The electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards, as described in claim 2, is characterized in that... After receiving the unlocking command from the vehicle-mounted electronic lock, the vehicle-mounted controller immediately controls the vehicle-mounted actuator to unlock the electronic lock, including: The time for the vehicle-side actuator to unlock the vehicle-side electronic lock in a single operation shall not exceed 500ms, and the electronic lock status feedback shall be received in real time. If unlocking is successfully detected within 500ms, a short circuit is performed for 200ms, the drive is stopped, the unlocking command of the vehicle controller is cleared, and the unlocking process ends. If the continuous drive exceeds 500ms and the vehicle-side electronic lock status feedback is locked, then record the unlocking failure, stop the drive for 300ms, and execute the next unlocking drive. If the drive fails three times in a row, an electronic lock malfunction is reported, the unlock command of the vehicle-side controller is cleared, and the unlocking process ends.

6. The electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards as described in claim 1, characterized in that, The process of controlling the EVCC to determine the vehicle's plug-in status includes: When the pile end is in normal condition and the CP duty cycle is between 3% and 7%, the ISO15118 digital communication protocol is forcibly triggered. The EVCC performs CP signal analog conversion, converting ISO15118 into the national standard GB / T 27930 communication protocol. At the same time, the EVCC simulates the CC2 signal to control the vehicle-end controller to determine whether the current vehicle is in DC plug state. When the pile end is in normal condition and the CP duty cycle is greater than 8%, the EVCC is controlled to transmit the CP signal through the topology, and the vehicle-side controller is controlled to determine that the current vehicle is in AC plug state.

7. The electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards as described in claim 1, characterized in that, The process of controlling the EVCC to process and transmit DC lock signals includes: The vehicle-side controller determines that the vehicle is in the P gear state, and the EVCC determines that the vehicle is in the DC plug state. According to the ISO 15118 digital communication protocol, the EVCC is in PLC power line carrier communication in the charging pile.

8. The electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards, as described in claim 7, is characterized in that... According to the ISO 15118 digital communication protocol, the EVCC uses PLC power line carrier communication in the charging pile, including: When the CP voltage is 5V, the BMS is controlled to send a BHM message; The EVCC determines that the vehicle-side electronic lock is in the unlocked state, controls the EVCC to issue a locking command, and sends the locking command to the vehicle-side controller.

9. The electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards, as described in claim 7, is characterized in that... According to the ISO 15118 digital communication protocol, the EVCC uses PLC power line carrier communication in the charging pile, including: When the charging pile terminal voltage is less than 60V, and the EVCC and BMS complete the communication protocol interaction according to the national standard GB / T 27930, the EVCC is controlled to issue CSD. At the same time, the EVCC sends the unlock command to the vehicle-side controller, and then the vehicle-side controller carries out the lock control command according to the national standard procedure.

10. A vehicle, characterized in that, The method described in any one of claims 1 to 9 is an electronic lock control method for new energy vehicles based on national standards and developed according to European and American standards.

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