Charging control method

Abstract

The invention discloses a charging control method, and relates to the technical field of electric charging and battery management. The method comprises the following steps: acquiring a target signal of an interface for representing the type of the interface, and determining a target charging system according to the target signal; when the target charging system does not belong to the preset charging system, analyzing a first message received by an interface based on a communication protocol corresponding to the target charging system, and generating a second message according to a message format corresponding to the preset charging system; and sending the second message to the battery management system to execute a charging process corresponding to the preset charging system. The system identification and protocol conversion mechanism is introduced into the charging interface, so that cross-system message analysis and repackaging are realized, various charging systems and protocols are compatible under the condition of not changing the interface and the flow of the battery management system, the problem that the protocol of the heterogeneous charging pile is inconsistent with that of the vehicle / battery system is solved, and the charging efficiency is improved. The compatibility and expansibility of the system are improved, and the transformation cost is reduced.

Description

Technical Field

[0001] This application relates to the field of electric vehicle charging and battery management technology, and in particular to a charging control method. Background Technology

[0002] In the charging needs of electric ships with high-capacity, high-voltage platforms, existing battery management systems (BMS) typically rely on a single standard system, making it difficult to be compatible with multiple charging standards. For example, many systems are based on Chinese national standards and use CAN-based DC / AC charging control. However, under different standard systems (such as European standards), the DC side may use PLC communication. This difference directly leads to the inability of systems based on Chinese national standards to effectively interface in environments with different standards. Existing BMSs, due to their reliance on the communication and interface mechanisms of the Chinese national standard side, are difficult to be compatible with the communication and capability indication methods used by the European standard side. While redesigning to comply with the European standard can solve the compatibility problem, the long development cycle, large scope of modification, and high cost may result in insufficient overall benefits. To achieve low-cost and efficient adaptation and reuse of systems with different standards, it is urgent to innovate and adjust the existing architecture to adapt to the needs of different standards.

[0003] The information disclosed in this background section is included only to enhance the understanding of the context of this disclosure, and therefore may contain information that does not constitute relevant technology currently known to those skilled in the art. Summary of the Invention

[0004] This application provides a charging control method to solve the problem of incompatibility with multiple charging standards in the prior art.

[0005] The technical solution adopted in this application is as follows: In a first aspect, this application provides a charging control method, including: The target signal of the acquisition interface is used to characterize the type of the interface, and the target charging mode is determined based on the target signal. The target charging mode is one of multiple charging modes. When the target charging mode is not a preset charging mode, based on the communication protocol corresponding to the target charging mode, the interface parses the first message that conforms to the message format corresponding to the target charging mode, and generates a second message according to the message format corresponding to the preset charging mode. The preset charging mode is one of multiple charging modes. The second message is sent to the battery management system to execute the charging process corresponding to the preset charging mode.

[0006] This application achieves compatibility with multiple charging standards without modifying the battery management system by performing cross-standard protocol parsing and message re-encapsulation on the interface side, solving the interoperability problem of inconsistent protocols, reducing system transformation costs, and improving access flexibility and deployment efficiency.

[0007] In conjunction with the first aspect, in one alternative implementation, the method further includes: When the target charging mode is a preset charging mode, the third message received by the interface is forwarded to the battery management system to execute the charging process corresponding to the preset charging mode.

[0008] This application avoids unnecessary parsing and conversion by directly forwarding messages in the same standard scenario, thereby reducing latency and processing overhead, improving communication efficiency and charging response speed, and reducing the risk of misprocessing.

[0009] In conjunction with the first aspect, in one optional implementation, acquiring a target signal from the interface that characterizes the interface type, and determining the target charging mode based on the target signal, includes: The target resistance value of the acquisition interface is obtained, and the target charging mode is determined based on the target resistance value.

[0010] This application uses simple and stable resistance measurement to determine the charging system, reducing the complexity and cost of the identification circuit, improving the reliability and anti-interference capability of system identification, and achieving fast and accurate pre-judgment.

[0011] In conjunction with the first aspect, in one optional implementation, acquiring a target signal from the interface that characterizes the interface type, and determining the target charging mode based on the target signal, includes: The resistance value of the target resistor at the acquisition interface; When the resistance value of the target resistor is within the preset first resistance value range, the charging mode is determined to be the first charging mode. When the resistance value of the target resistor is within the preset second resistance value range, the charging mode is determined to be the second charging mode. There is no overlap between the preset first resistance range and the preset second resistance range, and the preset charging mode is either the first charging mode or the second charging mode.

[0012] This application distinguishes between different standards by setting mutually exclusive resistance ranges, reducing ambiguity and the probability of misjudgment, improving the certainty and robustness of standard recognition, and providing a clear basis for subsequent process selection.

[0013] In conjunction with the first aspect, in one optional implementation, the preset charging mode is a first charging mode, and the preset second resistance range includes a first resistance sub-range and a second resistance sub-range. The method further includes: When the resistance value of the target resistor is within the first resistance value range, the second charging mode is determined to be AC. When the resistance value of the target resistor is within the second resistance value range, the second charging mode is determined to be DC type. There is no overlap between the first resistance sub-range and the second resistance sub-range.

[0014] This application further subdivides the AC and DC types into sub-ranges to achieve more precise system identification, facilitating the selection of matching control strategies and energy paths, and improving system adaptability and safety.

[0015] In conjunction with the first aspect, in one alternative implementation, the method further includes: the duty cycle of an identification signal of the acquisition interface used to characterize the charging type; When the resistance value of the target resistor is within the first resistance value range, the second charging mode is determined to be AC ​​type, including: when the duty cycle of the identification signal is within the preset first ratio range and the resistance value of the target resistor is within the first resistance value range, the second charging mode is determined to be AC ​​type. When the resistance value of the target resistor is within the second resistance value range, the second charging mode is determined to be DC type, including: when the duty cycle of the identification signal is within the preset second ratio range and the resistance value of the target resistor is within the second resistance value range, the second charging mode is determined to be DC type.

[0016] This application constructs a multi-feature cross-verification mechanism by jointly determining the duty cycle and the resistance range, thereby improving the accuracy and fault tolerance of AC / DC identification and reducing misjudgments caused by environmental and device deviations.

[0017] In conjunction with the first aspect, in one optional implementation, based on the communication protocol corresponding to the target charging standard, the interface parses the first message received that conforms to the message format corresponding to the target charging standard, and generates a second message according to the message format corresponding to the preset charging standard, including: Based on the first protocol corresponding to the target charging standard, the first message received by the interface that conforms to the message format corresponding to the target charging standard is parsed to obtain the first charging data; Based on the first protocol and the second protocol corresponding to the preset charging standard, the first charging data is mapped to obtain the second charging data. A second message is generated based on the second charging data.

[0018] This application ensures the accurate transmission of key charging parameters across different standards by establishing cross-protocol data field mapping and consistency checks, reducing information loss and semantic deviation, and improving the reliability and maintainability of protocol conversion.

[0019] In conjunction with the first aspect, in one alternative implementation, the method further includes: When the charging mode is the first charging mode, a first wake-up signal is output to the battery management system to enable the battery management system to enter the working state, and a first handshake signal to characterize the connection status of the interface is output to the battery management system to execute the charging process corresponding to the first charging mode.

[0020] This application ensures that the battery management system enters operation in the correct timing and establishes a stable link by outputting wake-up and handshake signals during matching, thereby shortening charging preparation time and improving connection stability and security.

[0021] In conjunction with the first aspect, in one alternative implementation, the method further includes: When the second charging mode is AC, a second wake-up signal is output to the battery management system to enable the battery management system to enter the working state, and a conversion signal is output to the on-board charger to execute the charging process corresponding to the second charging mode of AC; wherein, the on-board charger is used to convert AC power into DC power for charging. When the second charging mode is DC, a third wake-up signal is output to the battery management system to enable the battery management system to enter the working state, and a second handshake signal is output to the battery management system to execute the charging process corresponding to the second charging mode of DC.

[0022] This application ensures that the on-board charger and battery management system work together according to their respective processes by outputting corresponding wake-up, handshake or conversion control for AC and DC types, thereby improving the correctness, efficiency and safety of the charging process.

[0023] In conjunction with the first aspect, in one alternative implementation, the method further includes: When the second charging mode is AC, the target switch used to open the charging circuit corresponding to the interface is closed according to the switch control signal sent by the battery management system. When the second charging mode is DC, the target switch is closed after the second message is sent to the battery management system.

[0024] This application employs a switching and closing strategy that differentiates between AC and DC scenarios to ensure that the power circuit is only turned on after information readiness and safety conditions are met, thereby reducing the risk of electric arcs and impacts and improving electrical safety and device lifespan.

[0025] In conjunction with the first aspect, in one alternative implementation, the method further includes: When the second charging mode is AC, a current-limiting signal is sent to the battery management system to instruct it to determine the maximum allowable charging current.

[0026] This application provides a current limiting indication to the battery management system, enabling it to reasonably set the maximum allowable current during AC charging, thereby avoiding overcurrent and overheating, improving charging safety, and extending battery life.

[0027] In conjunction with the first aspect, in one alternative implementation, the method further includes: When target signals from at least two interfaces are acquired, a charging operation is performed on each interface to charge the vehicle through the charging gun corresponding to each interface.

[0028] This application improves the utilization rate of the system's charging channels and the total charging power by performing charging operations on multiple interfaces in parallel, shortens the total charging time, and enhances the adaptability to multi-source / multi-gun scenarios.

[0029] In conjunction with the first aspect, in one alternative implementation, the method further includes: When only the target signal representing the type of the first interface is collected, the first interface is taken as the current interface, and the above-mentioned charging operation is performed on the current interface to charge the vehicle through the charging gun corresponding to the first interface.

[0030] This application enables plug-and-charge functionality in multi-interface scenarios by automatically selecting the interface and executing a unified charging process when only a single interface target signal is detected. This reduces manual intervention, simplifies control logic, and improves system reliability and charging efficiency.

[0031] In conjunction with the first aspect, in one alternative implementation, the method further includes: During the process of charging the vehicle through the charging gun corresponding to the first interface, a target signal for characterizing the type of interface is detected at least one second interface other than the first interface. When the target signal of the second interface is detected, it is determined that the charging gun corresponding to the second interface has been inserted into the vehicle, and the target charging mode corresponding to the second interface is determined according to the target signal of the second interface. When the target charging mode corresponding to the second interface is the same as the target charging mode corresponding to the first interface, an indication signal for the addition of the charging interface is sent to the battery management system, so that the battery management system adjusts the charging current of the first interface that is being charged according to the indication signal, and controls the charging circuit corresponding to the target signal of the second interface to be turned on, so that the vehicle is charged simultaneously through the charging guns corresponding to the first and second interfaces.

[0032] This application achieves parallel charging of multiple interfaces by continuously monitoring target signals at other interfaces while the vehicle is charging through the first interface. Upon detecting the insertion of a second interface with the same charging method as the first interface, it sends an indication signal to the battery management system (BMS) to add a charging interface. Simultaneously, it adjusts the charging current of the first interface and activates the charging circuit of the second interface, thus enabling parallel charging through multiple interfaces. This automatically adds charging channels without interrupting the existing charging process or requiring manual intervention. On one hand, it improves charging power utilization and overall charging efficiency, shortening vehicle charging time. On the other hand, by having the BMS coordinate the current distribution across interfaces, it ensures the safety and reliability of the battery charging process.

[0033] Based on the implementation methods provided above, this application can be further combined to provide more implementation methods.

[0034] Other advantages, objectives and features of this application will be partly apparent from the description below, and partly understood by those skilled in the art through study and practice of this application. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0036] Figure 1 This is one of the flowcharts of the charging control method provided in the embodiments of this application; Figure 2 This is the second flowchart of the charging control method provided in the embodiments of this application; Figure 3 This is the third flowchart of the charging control method provided in the embodiments of this application; Figure 4 This is the fourth flowchart of the charging control method provided in the embodiments of this application; Figure 5 This is the fifth flowchart of the charging control method provided in the embodiments of this application; Figure 6 This is a flowchart of simultaneous charging with two charging guns provided in an embodiment of this application; Figure 7 This is a flowchart illustrating the single-gun charging process provided in this application embodiment, where an additional charging gun is added during the charging process. Figure 8 This is the sixth flowchart of the charging control method provided in the embodiments of this application; Figure 9This is a system architecture diagram of the charging control method provided in the embodiments of this application; Figure 10 This is the seventh flowchart of the charging control method provided in the embodiments of this application; Figure 11 This is a schematic diagram of the electric ship charging structure provided in the embodiments of this application. Detailed Implementation

[0037] It should be noted that, in this application, the terms "exemplary" or "for example" are used to indicate that something is being described as an example, illustration, or illustration. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design solutions. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0038] The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items. In this application, "at least one" means one or more, and "more than one" means two or more. The terms "first," "second," and other ordinal terms used in this application may be used to describe various constituent elements, but these constituent elements are not limited by these terms. The purpose of using these terms is solely to distinguish one constituent element from others and should not be construed as indicating or implying relative importance. For example, without departing from the scope of this application, a first constituent element may be named a second constituent element, and similarly, a second constituent element may be named a first constituent element.

[0039] Before introducing the embodiments of this application, the background technology involved in this application will be introduced first.

[0040] Given the high power and high voltage charging requirements of electric ships, existing battery management systems (BMS) typically rely on a single standard, which can lead to cross-standard compatibility issues. Currently, many systems are based on Chinese national standard architectures, using the CAN protocol for DC / AC charging control, while different standards such as European standards may employ PLC communication. This difference makes it difficult for Chinese standard systems to achieve effective interoperability in multi-standard environments. Although this problem can be solved by redesigning the European standard solution, doing so would lead to longer development cycles, expanded scope of modifications, and increased costs, thus affecting overall benefits. Therefore, there is an urgent need to achieve low-cost adaptation and reuse of different standard systems based on existing architectures through innovation and adjustments.

[0041] In summary, the solutions based on a single national standard for direct connection in related technologies have problems such as requiring significant modifications to improve compatibility, high cost, long cycle, and insufficient reusability and scalability.

[0042] To address the aforementioned problems, embodiments of this application provide a charging control method. (See reference...) Figure 1 , Figure 1 This is one of the flowcharts for the charging control method provided in the embodiments of this application.

[0043] like Figure 1 As shown, the charging control method includes at least the following steps (i.e., charging operation): S101: Acquire the target signal of the interface to characterize the type of the interface, and determine the target charging mode based on the target signal. The target charging mode is one of multiple charging modes. S103: When the target charging mode does not belong to the preset charging mode, based on the communication protocol corresponding to the target charging mode, the interface receives a first message that conforms to the message format corresponding to the target charging mode, and generates a second message according to the message format corresponding to the preset charging mode. The preset charging mode is one of multiple charging modes. S105: Send the second message to the battery management system to execute the charging process corresponding to the preset charging mode.

[0044] Specifically, this charging control method aims to improve the compatibility and flexibility of the charging system, enabling it to adapt to multiple charging standards. In step S101, the system first acquires the target signals of the interface, which are used to identify the type of the interface, thereby determining the current target charging standard. The target charging standard is selected from a variety of possible charging standards (such as the national standard).

[0045] Next, in step S103, if the detected target charging standard is inconsistent with the system's preset charging standard, the system will use the communication protocol corresponding to the target charging standard to parse the first message received from the interface that conforms to the message format corresponding to the target charging standard. The purpose of this step is to convert the message from the format of the target charging standard to the format required by the preset charging standard, thereby generating a second message.

[0046] Finally, in step S105, this converted second message is sent to the Battery Management System (BMS) so that the BMS can execute the corresponding charging process according to the requirements of the preset charging standard. In this way, the system can still effectively charge while being compatible with multiple charging standards.

[0047] For example, suppose an electric vehicle / electric vessel's default charging standard is the Chinese national standard (GB / T), but the current charging station only supports the European standard (EU). In this case, the target charging standard can be identified as EU by detecting voltage changes or specific signal patterns at the interface. Since the EU standard is inconsistent with the default national standard, the communication protocol of the EU standard can be used to parse the first message received from the interface that conforms to the message format corresponding to the target charging standard, and convert it into a second message conforming to the national standard format. The converted national standard format message will be sent to the vehicle's battery management system (BMS) for charging according to the national standard charging procedure. In this way, even if the charging station does not support the vehicle / vehicle's default charging standard, the vehicle / vehicle can still be charged smoothly through the protocol conversion function of this method.

[0048] It should be noted that the implementer of this solution may be, but is not limited to, EVCC (vehicle-side protocol conversion module / controller), SECC (pile-side controller), vehicle gateway / TCU (including protocol bridging function), protocol adapter built into VCU or OBC, or charging station main control / station-level gateway (pile-side aggregation and protocol conversion).

[0049] In some embodiments, reference Figure 2 , Figure 2 This is a second flowchart of a charging control method provided in an embodiment of this application. Figure 2 As shown, the method may further include at least step S201: when the target charging mode belongs to the preset charging mode, the third message received by the interface is forwarded to the battery management system to execute the charging process corresponding to the preset charging mode.

[0050] Specifically, when the target charging standard for an electric vehicle / electric vessel matches its preset charging standard, the system can directly forward the messages received from the interface to the vehicle's Battery Management System (BMS). This allows the execution of a charging process that matches the preset charging standard. Thus, when the target charging standard matches the preset charging standard, unnecessary message parsing and protocol conversion are eliminated, reducing latency and processing overhead during charging. Messages can be directly forwarded to the BMS, improving communication efficiency and charging response speed.

[0051] In some embodiments, when determining the target charging mode, the current charging mode can be quickly determined by detecting certain specific signals of the interface (such as the PP signal representing the resistance value of the target resistor). It should be noted that the PP signal (Proximity Pilot) is a signal used to detect the charging gun insertion status and the cable's current carrying capacity. The PP signal is implemented by connecting a resistor in series in the charging plug; the resistance value of this resistor contains information about the cable's maximum current carrying capacity.

[0052] In some embodiments, in the charging application scenario of electric ships, the type of the charging interface can be identified and the corresponding charging mode can be determined by detecting the resistance value of the target resistor of the charging interface. The resistance value of this target resistor characterizes the specific type of the charging interface. By presetting non-overlapping resistance value ranges, the system can clearly determine which charging mode is used based on the detected resistance value. For example, when the resistance value of the target resistor is within a preset first resistance value range, the charging mode is determined to be the first charging mode; when the resistance value of the target resistor is within a preset second resistance value range, the charging mode is determined to be the second charging mode. In this way, different charging modes can be automatically identified and adapted, ensuring the correctness and safety of the charging process. It should be noted that the preset charging mode can be either the first charging mode or the second charging mode.

[0053] In some embodiments, the preset charging standard is a first charging standard, and the preset second resistance range can be further subdivided into two independent sub-ranges: a first resistance sub-range and a second resistance sub-range. These two sub-ranges are used to identify the specific charging type of the second charging standard, that is, to further subdivide the second charging standard. When the resistance value of the target resistor is within the first resistance sub-range, it is determined to be an AC charging type; and when the resistance value of the target resistor is within the second resistance sub-range, it is determined to be a DC charging type. It is important to note that these two resistance sub-ranges are completely independent, that is, they have no overlap or intersection. This design helps the system to clearly and quickly determine the applicable charging type when detecting the resistance value of the target resistor, thereby optimizing the safety and compatibility of the charging process.

[0054] For example, when the ship's charging gun is plugged into the port charging interface, the protocol conversion module EVCC begins to detect the PP signal resistance of the charging interface. First, the preset charging mode (i.e., the first charging mode) is the national standard charging mode. When the detected PP resistance is 1KΩ, which is within the preset first resistance range (e.g., 0.9~1.1KΩ), EVCC will automatically enter the national standard charging process.

[0055] When the detected PP resistance value falls within the preset second resistance range, the EVCC further subdivides it into two sub-ranges for judgment: if the detected PP resistance value is 210Ω, which falls within the first resistance sub-range (e.g., 190~220Ω), it is determined to be a European standard AC charging interface. The EVCC communicates with the BMS through protocol conversion to ensure charging is performed according to the European standard AC charging standard.

[0056] If the detected PP resistance is 1.5KΩ, which falls within the second resistance range (e.g., 1.4~1.6KΩ), it is determined to be a European standard DC charging interface. In this case, EVCC will convert the European standard PLC protocol to the Chinese standard CAN protocol to communicate with the BMS and realize European standard DC charging.

[0057] Through this automatic identification and protocol conversion mechanism, electric ships can seamlessly adapt to local charging standards in different international ports without requiring significant modifications to the existing BMS hardware and software, greatly improving charging flexibility and efficiency.

[0058] In some embodiments, to more accurately identify the charging standard of the charging interface, it is necessary not only to detect the resistance value of the target resistor of the interface, but also to simultaneously acquire the duty cycle of the identification signal (such as the CP signal) used to characterize the charging type. It should be noted that the CP signal is a control signal used for communication and safety monitoring between the electric vehicle / electric vessel and the charging pile. By transmitting connection status and charging current information, it ensures the safety and efficiency of the charging process. Specifically, when the resistance value of the target resistor is detected to be within a first sub-range, the duty cycle of the identification signal is further analyzed. If this duty cycle is within a preset first ratio range, the charging standard can be confirmed as AC. Similarly, when the resistance value of the target resistor is within a second sub-range, the duty cycle of the identification signal is also checked. If the duty cycle is within a preset second ratio range, the charging standard can be confirmed as DC. By combining the dual judgment mechanism of resistance value and duty cycle, the system can more accurately identify and adapt to different charging standards, thereby ensuring the safety and compatibility of the charging process.

[0059] For example, when the duty cycle of the CP signal is 88%, which is within the preset first ratio range (e.g., 8%~97%), and the PP resistance is 210Ω, which is within the first sub-range of resistance (e.g., 190~220Ω), it is determined to be European standard AC charging (European standard is the second charging standard here); at the same time, when the duty cycle of the CP signal is 5%, which is within the preset second ratio range (e.g., 3%~7%), and the PP resistance is 1.5KΩ, which is within the second sub-range of resistance (e.g., 1.4~1.6KΩ), it is determined to be European standard DC charging.

[0060] In some embodiments, since different charging standards may use different communication protocols to transmit charging information, and these protocols may have differences in format and data structure, protocol conversion and data mapping are required so that charging devices of different standards can communicate with each other. Specifically, firstly, the original message (i.e., the first message that conforms to the message format corresponding to the target charging standard) received through the protocol parsing interface matching the target charging standard is used to extract standardized "first charging data" (i.e., semantic layer data, such as voltage, current request, session ID, handshake status, etc.). Subsequently, according to the semantic definition of the source protocol (first protocol) and the field specifications of the target protocol (second protocol, i.e., the protocol corresponding to the preset charging standard), field-level and semantic-level mapping is performed to convert the first charging data into "second charging data" (including unit conversion, enumeration value alignment, required / optional completion, default value filling, boundary and precision adaptation, etc.) that conform to the semantics and value constraints of the target protocol. Finally, the second charging data is encapsulated into a second message in the target format according to the frame structure and encoding rules specified in the target protocol (such as frame header, length, checksum, sequence number, TLV / JSON structure, etc.), for correct transmission and interoperability in the target charging standard link. This process ensures compatibility between different charging standards and accurate information transmission.

[0061] For example, when an electric vessel connects to a charging station using a European standard charging protocol, the EVCC receives messages from the charging station via the European standard protocol parsing interface. These messages contain information such as voltage and current provided by the charging station (the first message conforming to the message format corresponding to the target charging standard). The EVCC parses this information into first charging data, used to determine the vessel's battery status and charging needs. To communicate with systems using Chinese standard protocols, the EVCC needs to convert this first charging data into second charging data in the Chinese standard format. The EVCC performs data conversion and mapping according to the correspondence between European and Chinese standard protocols. For example, when converting voltage data from the European standard protocol to the Chinese standard protocol, the data format and structure need to be adjusted to meet the technical requirements of the Chinese standard. The converted second charging data is used by the EVCC to generate a second message conforming to the requirements of the Chinese standard. If the vessel needs to communicate with other Chinese standard equipment, the EVCC can use these messages for information exchange and charging management. Through this conversion, the EVCC ensures that electric vessels can seamlessly communicate and manage charging between different standard charging protocols, improving system compatibility and flexibility.

[0062] In some embodiments, reference Figure 3 , Figure 3 This is the third flowchart of the charging control method provided in the embodiments of this application. Figure 3 As shown, the method may further include the following steps: S301: When the charging mode is the first charging mode, output a first wake-up signal to the battery management system to enable the battery management system to enter the working state, and output a first handshake signal to the battery management system to represent the connection status of the interface, so as to execute the charging process corresponding to the first charging mode.

[0063] S303: When the second charging mode is AC, output a second wake-up signal to the battery management system to enable the battery management system to enter the working state, and output a conversion signal to the on-board charger to execute the charging process corresponding to the second charging mode of AC. S305: When the second charging mode is DC, output a third wake-up signal to the battery management system to enable the battery management system to enter the working state, and output a second handshake signal to the battery management system to execute the charging process corresponding to the second charging mode of DC.

[0064] Specifically, this method determines different processing flows by detecting the charging standard to ensure efficient and safe battery charging. When the charging interface is detected to be using the first charging standard, the system actively sends a wake-up signal to the Battery Management System (BMS) to activate it and confirms the interface connection status via a handshake signal to execute the corresponding charging protocol. If the second charging standard is detected to be AC, the system sends a wake-up signal to prepare the BMS to receive electrical energy and sends a conversion signal to the On-Board Charger (OBC) to activate its AC-to-DC conversion function, executing the process suitable for AC charging mode. When the second charging standard is DC, the system similarly sends a wake-up signal to the BMS and confirms the connection status via a handshake signal, thereby executing the charging process corresponding to DC charging mode. Through these steps, the system can flexibly adapt to different charging standards, optimize the charging process, improve charging efficiency, and ensure safety.

[0065] In some embodiments, reference Figure 4 , Figure 4 This is the fourth flowchart of the charging control method provided in the embodiments of this application. Figure 4 As shown, the method may further include the following steps: S401: When the second charging mode is AC, the target switch for conducting the charging circuit corresponding to the interface is closed according to the switch control signal sent by the battery management system. S403: When the second charging mode is DC, after sending the second message to the battery management system, control the target switch to close.

[0066] Specifically, when the second charging mode is detected to be AC, the battery management system actively sends a switch control signal to close the target switch, thereby activating the charging circuit corresponding to the interface. This process ensures that the AC charging current path is correctly activated, achieving safe and efficient charging. When the second charging mode is DC, after sending the second message to the battery management system, the EVCC automatically controls the target switch to close, so that current can be quickly and safely delivered to the battery. This not only ensures the correct activation of the DC current path but also guarantees that communication and control are synchronized during the charging process, improving the reliability of the charging operation.

[0067] In some embodiments, reference Figure 5 , Figure 5 This is the fifth flowchart of the charging control method provided in the embodiments of this application. Figure 5 As shown, the method may further include step S501: when the second charging mode is AC, sending a current limiting signal to the battery management system to instruct it to determine the maximum allowable charging current.

[0068] Specifically, this current-limiting signal can be determined based on a variety of factors, including but not limited to the battery's current state (such as charge level and temperature), the ship's electrical system configuration, the port's power supply capacity, and current environmental conditions. By sending this signal, the battery management system can dynamically adjust the charging current to ensure safety and efficiency during the charging process. For example, if the battery is at a high temperature, the charging current may be reduced to prevent overheating; if the port's power supply is limited, the current will be adjusted to adapt to the power supply capacity, preventing a burden on the power supply system. This method can improve the intelligence level of the charging process, enabling electric ships to obtain the best charging experience in different environments, while extending battery life and ensuring the safe operation of equipment.

[0069] In some embodiments, reference Figures 6-7 , Figure 6 This is a flowchart illustrating the simultaneous charging of two charging guns as provided in an embodiment of this application. Figure 7 The flowchart provided in the embodiment of this application shows a single-gun charging process with additional charging guns added. It is worth noting that this charging control method also includes multi-gun charging, especially dual-gun charging. One scenario involves multiple guns starting charging simultaneously (e.g., Figure 6 As shown); the second is to insert another charging gun midway through the charging process when a charging gun is already in operation (such as...). Figure 7 (As shown).

[0070] Specifically, when multiple charging guns start charging simultaneously, target signals from at least two interfaces (PP1 and PP2) can be collected. At this point, charging operations can be performed simultaneously on each interface (steps S101-S105) to charge the vehicle through the charging gun corresponding to each interface. This charging operation may also include detecting the CP signal, requesting the corresponding charger for pre-charging, and closing the corresponding charging circuit. It is understandable that the detected CP signal (both CP and PP signals correspond to charging interfaces) can determine whether dual-gun charging, single-gun 1, or single-gun 2 charging is being performed. Requesting pre-charging from the charger aims to gradually increase the voltage before connecting the load, preventing instantaneous excessive current that could damage the equipment or trigger protection mechanisms. The relay closing the charging circuit is used to control the current flow during charging to ensure a safe and efficient battery charging process.

[0071] When charging is in progress (i.e., a charging gun has already started charging, such as gun 1), if a target signal from another interface (the PP2 signal corresponding to gun 2) is detected during the charging process, it indicates that an additional charging gun (i.e., gun 2) has been connected. An indication signal containing dual-gun charging status information can be sent to the BMS to indicate the addition of a charging interface. The battery management system can then adjust the current distribution of the currently charging interface based on this indication signal (e.g., reducing the requested charging current of gun 1) and activate the charging circuit corresponding to the newly detected interface. This allows the EVCC to communicate with the charging pile and BMS, and the BMS to control the EVCC to close the S2 switch and electronic lock (a standard module for European charging docks, used to confirm the proper connection of the charging plug and socket). Based on the charging capacity of each charging gun, the system re-requests the requested charging current and voltage for each charging gun to enable charging of the newly added interface (i.e., the added charging gun).

[0072] It should be noted that when only one charging gun is inserted into the vehicle, for example, when only the target signal PP1 corresponding to the first interface, which is used to characterize the interface type, is collected, the controller can determine the first interface as the current interface and perform the charging operation shown in steps S101-S105 above on the current interface to charge the vehicle through the charging gun corresponding to the first interface.

[0073] During the charging process of the vehicle through the charging gun corresponding to the first interface, when a target signal (such as PP2 and the corresponding CP signal) of the second interface other than the first interface is detected, the controller can determine that the charging gun corresponding to the second interface has been inserted into the vehicle, and determine the target charging mode corresponding to the second interface based on the target signal of the second interface; when the target charging mode corresponding to the second interface is the same as the target charging mode used when charging through the first interface, an indication signal is sent to the battery management system to indicate the addition of a charging interface, so that the battery management system adjusts the charging current of the first interface that is being charged according to the indication signal, and controls the charging circuit corresponding to the target signal of the second interface to be turned on, so that the vehicle can be charged simultaneously through the charging guns corresponding to the first interface and the second interface.

[0074] refer to Figure 8 , Figure 8 This is the sixth flowchart of the charging control method provided in the embodiments of this application. Figure 8 As shown, during the execution of this charging control method, after detecting that the charging gun is inserted into the charging socket, the protocol converter (i.e., EVCC) will detect the insertion signal (i.e., PP signal, CP signal, etc.) to determine whether the charging is a Chinese standard charging or a European standard charging. If it is a Chinese standard charging, the corresponding Chinese standard charging process is executed; if it is a European standard charging, the charging type is further determined as AC or DC. Furthermore, when the determination result is European standard DC charging / European standard AC charging, different charging processes need to be executed based on the two different charging situations of single gun and dual gun. That is, in the European standard charging process, there are four different charging situations: European standard DC single gun charging, European standard DC dual gun charging, European standard AC single gun charging, and European standard AC dual gun charging.

[0075] refer to Figure 9 , Figure 9 This is a system architecture diagram of the charging control method provided in an embodiment of this application. Figure 9As shown, the system includes charging interfaces (charging port 1, charging port 2), a protocol conversion module (EVCC), an on-board charger (OBC), and a battery management system (BMS). The EVCC is primarily responsible for parsing and converting the European standard charging PLC protocol into a CAN protocol and interacting with the BMS. The BMS, on the other hand, needs to add content for interaction with the EVCC and modify some timeout judgment times to the national standard charging protocol. Understandably, the charging interfaces send signals and data from the charging pile to the EVCC and OBC respectively, and through them, interact with the BMS to complete the establishment of the charging session, parameter negotiation, and real-time control. The EVCC parses, verifies, and converts the PLC communication messages from the European standard side (such as IEC 61851 / ISO15118) to complete identity authentication, charging mode identification, and safety condition confirmation. It then converts the parsing results into CAN signals recognizable by the BMS / OBC and encapsulates the control requirements of the BMS / OBC back into PLC messages for transmission to the charging pile. In DC charging scenarios, the EVCC negotiates the target voltage, current, and power upper limits with the pile-side controller and cooperates with the BMS to perform pre-charging and insulation detection. In AC charging scenarios, the OBC is responsible for grid connection detection, rectification, and power factor correction (PFC), and performs current limiting control based on the allowable current or power commands issued by the BMS. In DC scenarios, it works with the BMS and EVCC to complete the corresponding control and protection processes. The BMS extends the interaction process and signal mapping with the EVCC based on the national standard protocol stack, covering session establishment, parameter negotiation, charging allow or derating commands, alarm and shutdown reason reporting, etc. It also adjusts the relevant message timeout and retry strategies according to the European standard PLC communication cycle and handshake sequence to absorb the forwarding delay caused by EVCC bridging and ensure compatibility and stable communication with European standard charging piles. Before charging, the vehicle or ship controller and BMS perform self-checks on high voltage interlock, relay status, parking status, and fault codes to confirm that the insulation and temperature control conditions meet the requirements before entering the charging stage. During charging, the BMS continuously collects key parameters such as battery pack voltage, individual cell voltage, temperature, SOC, and SOH, calculates the real-time allowable charging current, and dynamically adjusts the charging voltage and current through the EVCC or OBC to ensure efficient energy replenishment within the safety boundaries. Simultaneously, the system monitors the charging connection status, contactor temperature rise, charging cable current, and leakage current online. Upon an anomaly or reaching the termination condition, a controlled shutdown is completed in the sequence of "first reduce current—then disconnect—then record," and the event and diagnostic information are reported to the vehicle or ship controller or cloud platform, achieving safe, controllable, and traceable charging throughout the entire process. Through the aforementioned EVCC protocol bridging and BMS timing and parameter adaptation, compatibility and stable sessions with European standard charging piles can be achieved with minimal changes to the system architecture.

[0076] refer to Figure 10 , Figure 10This is the seventh flowchart of the charging control method provided in the embodiments of this application. Figure 10 As shown, during the charging control process, the EVCC first detects the PP resistance to identify the cable and plug type (which may be 1kΩ, 210Ω, or 1.5kΩ). Then, it detects the CP signal and determines the charging mode based on the PWM duty cycle: 3%–7% PWM corresponds to the European standard DC charging mode, and 8%–97% PWM corresponds to the European standard AC charging mode. During the system wake-up phase, the EVCC outputs CP1 to wake up the OBC (this step mainly occurs in AC mode), and simultaneously outputs A+ and CC2 signals to the BMS (A+ and CC2 are standard signals for the Chinese charging socket; A+ is used to wake up the BMS, and CC2 is a charging connection signal used to confirm whether the charging plug and socket are properly connected) to establish the in-vehicle control link. Afterward, the EVCC communicates with the charging pile via PLC and with the BMS via the Chinese standard GBT 27930, synchronizing the session and parameters. In AC mode, the EVCC closes the S2 switch and electronic lock according to the BMS's control, completing the electrical and mechanical interlock; in DC mode, the EVCC automatically closes the S2 switch and electronic lock after the session is established. In AC mode, the OBC calculates the maximum allowable power based on the CC resistor (used to identify the current carrying capacity of the AC charging cable) and the CP duty cycle. The BMS issues commands to control the OBC to charge according to the current-limiting / power-limiting strategy. In DC mode, the EVCC confirms the charging parameters with the charging pile, and energy transfer begins after S2 and the electronic lock are closed. When charging is complete, the BMS triggers a shutdown procedure, the EVCC disconnects A+ and CC2 and unlocks the electronic lock, and the system disconnects in an orderly manner and enters a sleep state.

[0077] refer to Figure 11 , Figure 11 This is a schematic diagram of the structure for charging electric ships provided in an embodiment of this application. Figure 11As shown, L1 is the onboard charger, located on the electric vessel, which converts the three-phase or single-phase AC power from the AC charging station into DC power to charge the rechargeable energy storage devices on board. L2 is the EVCC protocol conversion module, which converts the communication protocol of the European standard charging station to the Chinese standard charging protocol, transmits charging control data to the battery management system, and controls the electronic lock according to the instructions of the battery management system. L3 is the battery management system (BMS), used to collect data such as voltage, temperature, and current of the batteries in the vessel's energy storage devices, and to perform SOX calculations, fault diagnosis, charging control, and high-voltage management, especially during European standard charging, it can manage charging based on battery status. L4 is the rechargeable energy storage device, which is part of the electric vessel's... One of the power sources provides power to the ship's power system and other loads; L5 is the ship's charging port, which can be a national standard charging port or a combination of European standard CCS1 or CCS2 charging ports; located on the hull of the electric ship, the charging gun can charge the ship's rechargeable energy storage devices through the charging port; L6 is an electronic lock device; the PE interface is used to connect exposed conductive parts such as the equipment casing to the protective ground; the PP interface is the output interface for the PP signal; the CP interface is the output interface for the CP signal; the AC interface connects to the three wires of the three-phase AC power and one ground wire; the DC interface connects to the positive and negative power lines of the DC power; the AC temperature sensing interface is used to detect the temperature of the AC charging port; the DC temperature sensing interface is used to detect the temperature of the DC charging port.

[0078] The above description involves various modules and units. It should be noted that the division of these modules and units in the description is for clarity. However, in actual implementation, the boundaries between various modules and units may be blurred. For example, any or all functional modules and units in this application may share various hardware and / or software elements. As another example, any and / or all functional modules in this application may be wholly or partially implemented by a shared processor executing software instructions. Furthermore, various software sub-modules executed by one or more processors may be shared among various software modules. Accordingly, unless expressly required, the scope of this application is not limited by mandatory boundaries between various hardware and / or software elements.

[0079] It should be noted that the order of description of the embodiments in this application is not intended to limit the priority of the embodiments.

[0080] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this application and in its specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0081] It should be noted that, unless otherwise specified, the term "connected" or "linked" in this application includes not only directly connecting two entities, but also indirectly connecting them through other entities that have beneficial improvement effects.

[0082] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many forms under the guidance of this application without departing from the spirit and scope of protection of the claims. All equivalent transformations made based on the technical concept of this application and the content of the description and drawings of this application, or direct / indirect applications in other related technical fields, are included within the scope of patent protection of this application.

Claims

1. A charge control method characterized by, The method comprises the following charging operation: a target signal of the collection interface is collected to represent a type of the interface, and a target charging mode is determined according to the target signal, the target charging mode being one of multiple charging modes; when the target charging mode does not belong to a preset charging mode, a first message conforming to a message format corresponding to the target charging mode and received by the interface is parsed based on a communication protocol corresponding to the target charging mode, and a second message is generated according to a message format corresponding to the preset charging mode, the preset charging mode being one of the multiple charging modes; the second message is sent to a battery management system to perform a charging process corresponding to the preset charging mode.

2. The method of claim 1, wherein, The method further comprises: when the target charging mode belongs to the preset charging mode, a third message received by the interface is forwarded to the battery management system to perform the charging process corresponding to the preset charging mode.

3. The method of claim 1, wherein, The parsing of the first message conforming to the message format corresponding to the target charging mode and received by the interface based on the communication protocol corresponding to the target charging mode and the generation of the second message according to the message format corresponding to the preset charging mode comprise: the first charging data is obtained by parsing the first message conforming to the message format corresponding to the target charging mode and received by the interface based on a first protocol corresponding to the target charging mode; the second charging data is obtained by mapping the first charging data based on the first protocol and a second protocol corresponding to the preset charging mode; the corresponding second message is generated based on the second charging data.

4. The method of claim 1, wherein, The collection of the target signal of the collection interface to represent the type of the interface and the determination of the target charging mode according to the target signal comprise: a resistance value of a target resistance of the collection interface is collected, and the target charging mode is determined according to the resistance value of the target resistance.

5. The method of claim 1, wherein, The collection of the target signal of the collection interface to represent the type of the interface and the determination of the target charging mode according to the target signal comprise: a resistance value of a target resistance of the collection interface is collected; when the resistance value of the target resistance is in a preset first resistance value range, it is determined that the charging mode is a first charging mode; when the resistance value of the target resistance is in a preset second resistance value range, it is determined that the charging mode is a second charging mode; wherein there is no intersection between the preset first resistance value range and the preset second resistance value range, and the preset charging mode is the first charging mode or the second charging mode.

6. The method of claim 5, wherein, The method further comprises: when the charging mode is the first charging mode, a first wake-up signal is output to the battery management system to make the battery management system enter a working state, and a first handshake signal representing a connection state of the interface is output to the battery management system to perform the charging process corresponding to the first charging mode.

7. The method of claim 5, wherein, The preset charging mode is the first charging mode, the preset second resistance value range comprises a first resistance value sub-range and a second resistance value sub-range, and the method further comprises: when the resistance value of the target resistance is in the first resistance value sub-range, it is determined that the second charging mode is an alternating current type. determining that the second charging mode is of a direct current type when the resistance value of the target resistance is in the second resistance value sub-range; outputting a second wake-up signal to the battery management system to make the battery management system enter a working state and outputting a conversion signal to an on-board charger to execute a charging process corresponding to the second charging mode of the alternating current type, wherein the on-board charger is configured to convert alternating current into direct current for charging; outputting a third wake-up signal to the battery management system to make the battery management system enter a working state and outputting a second handshake signal to the battery management system to execute a charging process corresponding to the second charging mode of the direct current type when the second charging mode is of the direct current type. The first resistance value sub-range and the second resistance value sub-range have no intersection.

8. The method of claim 7, wherein, The method further comprises: collecting a duty cycle of an identification signal of the interface for representing a charging type; The method further comprises: when the duty cycle of the identification signal is in a preset first ratio range and the resistance value of the target resistance is in the first resistance value sub-range, determining that the second charging mode is of an alternating current type. The method further comprises: when the duty cycle of the identification signal is in a preset second ratio range and the resistance value of the target resistance is in the second resistance value sub-range, determining that the second charging mode is of a direct current type.

9. The method of claim 7, wherein, The method further comprises: outputting a second wake-up signal to the battery management system to make the battery management system enter a working state and outputting a conversion signal to an on-board charger to execute a charging process corresponding to the second charging mode of the alternating current type, wherein the on-board charger is configured to convert alternating current into direct current for charging; outputting a third wake-up signal to the battery management system to make the battery management system enter a working state and outputting a second handshake signal to the battery management system to execute a charging process corresponding to the second charging mode of the direct current type when the second charging mode is of the direct current type.

10. The method of claim 9, wherein, The method further comprises: controlling a target switch corresponding to the interface to be turned on according to a switch control signal sent by the battery management system when the second charging mode is of the alternating current type; controlling the target switch to be turned off after the second message is sent to the battery management system when the second charging mode is of the direct current type.

11. The method of claim 10, wherein, The method further comprises: sending a current limiting signal to the battery management system to indicate that it determines the maximum allowable charging current when the second charging mode is of the alternating current type.

12. The method according to any one of claims 1-11, characterized in that, The method further comprises: performing the charging operation on each of the interfaces respectively to charge the vehicle through a charging gun corresponding to each of the interfaces when the target signals of at least two interfaces are collected. Or, when only the target signal of the first interface for characterizing the type of the interface is collected, the first interface is taken as the current interface, and the charging operation is performed on the current interface to charge the vehicle through the charging gun corresponding to the first interface.

13. The method of claim 12, wherein, The method further comprises: In the process of charging the vehicle through the charging gun corresponding to the first interface, detecting the target signal of at least one second interface other than the first interface for characterizing the type of the interface; When the target signal of the second interface is detected, it is determined that the charging gun corresponding to the second interface has been inserted into the vehicle, and the target charging system corresponding to the second interface is determined according to the target signal of the second interface; When the target charging system corresponding to the second interface is the same as the target charging system corresponding to the first interface, an indication signal for characterizing the increase of the charging interface is sent to the battery management system, so that the battery management system adjusts the charging current of the first interface being charged according to the indication signal, and controls the conduction of the charging loop corresponding to the target signal of the second interface, so that the vehicle is charged through the charging guns corresponding to the first interface and the second interface at the same time.

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