Electric two-wheeled vehicle self-adaptive charging system and method based on automobile direct current charging pile

Abstract

The invention relates to the technical field of electric vehicle charging, in particular to an electric two-wheeled vehicle self-adaptive charging system and method based on an automobile direct-current charging pile, and in the system, the automobile direct-current charging pile and a voltage conversion module are connected through a switching module; based on the self-adaptive charging power regulation and control instruction, the output of the automobile direct current charging pile is converted into low-voltage direct current through a voltage conversion module to charge a battery pack; the self-adaptive charging power regulation and control operation is circularly executed through a self-adaptive charging power regulation and control module, and comprises the steps of collecting real-time state parameters of a battery pack, determining self-adaptive charging power based on a preset multi-target optimization strategy, generating a self-adaptive charging power regulation and control instruction, and sending the self-adaptive charging power regulation and control instruction to a voltage conversion module, and the converted voltage is sent to the automobile direct-current charging pile so as to control the output of the voltage conversion module and the automobile direct-current charging pile. Therefore, the electric two-wheeled vehicle can be charged by using the automobile direct-current charging pile, and meanwhile, the charging efficiency is improved on the basis of ensuring the charging safety.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle charging technology, and specifically to an adaptive charging system and method for electric two-wheeled vehicles based on a DC charging pile for automobiles. Background Technology

[0002] With the increasing popularity of electric two-wheelers (such as electric motorcycles, electric bicycles, and electric two-wheeled scooters), their short range and slow charging speed have become increasingly prominent issues. Currently, electric two-wheelers generally use AC slow charging or low-power DC charging, which typically takes several hours to charge, significantly impacting the user experience. On the other hand, the deployment of DC fast charging stations for electric vehicles (EVs), i.e., EV DC charging piles, is already very well-established. Their high power and rapid energy replenishment characteristics can precisely address the pain points of two-wheelers. However, due to the following technical barriers, directly using EV charging piles to charge electric two-wheelers presents significant difficulties:

[0003] 1. Protocol incompatibility: The high-voltage DC communication protocol (such as PLC communication) used in car DC charging piles is completely different from the traditional BMS communication protocol (such as CAN, UART) of electric two-wheelers, and they cannot directly handshake for authentication.

[0004] 2. Voltage mismatch: DC charging piles for cars output high voltage (usually 200-1000V), while the battery pack voltage of electric two-wheelers is relatively low (usually 48V-96V, with a maximum of no more than 150V). Direct connection will instantly burn out the electric two-wheeler.

[0005] 3. Different physical interfaces: Car DC charging piles generally use the national standard DC charging pile interface, whose size and pin definition are completely different from those of electric two-wheeled vehicle charging ports, making physical connection impossible.

[0006] 4. Thermal management and safety: The heat generated by high-power fast charging poses a severe test to the compact battery pack and electrical system of electric two-wheelers, which can easily lead to safety accidents.

[0007] Therefore, if the technical barriers to charging electric two-wheelers using DC charging stations for automobiles can be overcome, and electric two-wheelers can be charged using DC charging stations for automobiles, the charging range of electric two-wheelers can be greatly improved. Summary of the Invention

[0008] In view of this, the purpose of the present invention is to provide an adaptive charging system and method for electric two-wheeled vehicles based on DC charging piles for automobiles, so as to expand the charging solutions for electric two-wheeled vehicles.

[0009] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, embodiments of this application provide an adaptive charging system for electric two-wheeled vehicles based on DC charging piles for automobiles, including: a conversion module, a voltage conversion module and a protocol conversion and battery management system, all of which are installed on the electric two-wheeled vehicle, the protocol conversion and battery management system including a protocol conversion gateway and an adaptive charging power regulation module; The adapter module is used to connect the DC charging pile for automobiles and the voltage conversion module; The voltage conversion module is connected to the battery pack of the electric two-wheeler and the protocol conversion and battery management system, respectively, and is used to convert the high voltage DC power output from the car DC charging pile into low voltage DC power to charge the battery pack based on the adaptive charging power control command. The adaptive charging power control module is used to cyclically execute adaptive charging power control operations until a preset charging cutoff condition is met, at which point charging is stopped. Each control cycle includes the following adaptive charging power control operations: Collect real-time status parameters of the battery pack; Based on the real-time status parameters, the optimal charging power for the current control cycle is determined through a preset multi-objective optimization strategy, and the optimal charging power is used as the adaptive charging power for the current control cycle. An adaptive charging power control command is generated based on the adaptive charging power and sent to the voltage conversion module. The adaptive charging power control command is converted through the protocol conversion gateway and then sent to the vehicle DC charging pile to control the output of the voltage conversion module and the vehicle DC charging pile.

[0010] Furthermore, in some embodiments of this application, the voltage conversion module includes a high-voltage input terminal of the charging pile, a low-voltage input terminal of the charging pile, a high-voltage output terminal of the battery pack and a low-voltage output terminal of the battery pack, a first capacitor, a second capacitor, an inductor, and two sets of control circuits with the same structure, and each set of control circuits includes a switching transistor and a synchronous rectifier transistor. The first end of the first capacitor is connected to the high voltage input terminal of the charging pile and the input terminals of the two sets of control circuits, respectively. The second end of the first capacitor is connected to the low voltage input terminal of the charging pile, the second output terminal of the two sets of control circuits, the second end of the second capacitor, and the low voltage output terminal of the battery pack, respectively. The first end of the inductor is connected to the first output end of the two sets of control circuits, and the second end of the inductor is connected to the high voltage output end of the battery pack and the first end of the second capacitor, respectively. In either of the two control circuits, the first end of the switching transistor serves as the input terminal of the control circuit, the second end of the switching transistor serves as the first output terminal of the control circuit, and is connected to the first end of the synchronous rectifier; the second end of the synchronous rectifier serves as the second output terminal of the control circuit.

[0011] Furthermore, in some embodiments of this application, the protocol conversion gateway includes a protocol conversion module and a communication line, wherein the protocol conversion module is connected to the voltage conversion module and the adaptive charging power regulation module respectively through the communication line; The protocol conversion module is used to establish a communication link with the DC charging pile of the vehicle, perform identity authentication with the DC charging pile of the vehicle, and control the output of the DC charging pile of the vehicle based on a preset initial charging power after the adapter module is connected to the DC charging pile of the vehicle. The protocol conversion module is also used to convert the adaptive charging power control command after receiving it, and send the converted command to the vehicle DC charging pile to control the output of the vehicle DC charging pile.

[0012] Furthermore, in some embodiments of this application, the adaptive charging power regulation module includes: a state sensing unit, a state deduction unit, and a power decision unit; The state sensing unit is used to collect real-time state parameters of the battery pack at fixed intervals. The real-time state parameters include total battery voltage, voltage of each cell, current, temperature and SOC information. The state derivation unit is used to calculate derived state parameters based on the collected real-time state parameters. The derived state parameters include the real-time internal resistance of the battery pack, polarization voltage, cell consistency index, and real-time temperature rise rate. The power decision unit is used to determine the optimal charging power based on the real-time state parameters and the derived state parameters through a preset multi-objective optimization function.

[0013] Furthermore, in some embodiments of this application, the adaptive charging power regulation module further includes an instruction execution unit connected to the power decision unit; The instruction execution unit is used to generate a first adaptive charging power control instruction based on the optimal charging power and send it to the voltage conversion module; and to generate a second adaptive charging power control instruction through the protocol conversion gateway and send it to the vehicle DC charging pile.

[0014] Furthermore, in some embodiments of this application, the adaptive charging power regulation module further includes a thermal boundary power constraint module; The thermal boundary power constraint module is used to predict the battery thermal boundary power based on the preset battery thermal model and the real-time temperature rise rate, and send the battery thermal boundary power to the instruction execution unit.

[0015] Furthermore, in some embodiments of this application, the instruction execution unit is also used to determine whether the latest received optimal charging power is greater than the battery thermal boundary power; if so, then an adaptive charging power adjustment instruction is not generated based on the optimal charging power.

[0016] Furthermore, in some embodiments of this application, a security monitoring circuit is also included; The safety monitoring circuit includes an insulation detection circuit connected to the protocol conversion and battery management system, and an NTC temperature sensor disposed on the voltage conversion module and the battery pack. The insulation detection circuit is used to determine the insulation information of the electric two-wheeler by means of the protocol conversion and the voltage and current information in the battery management system. The safety monitoring circuit is also used to transmit the insulation information and the temperature information detected by the NTC temperature sensor to the adaptive charging power control module, so that the adaptive charging power control module can confirm whether there is a charging abnormality, and control the charging to stop or reduce the current charging power when there is an abnormality.

[0017] Furthermore, in some embodiments of this application, the objectives in the multi-objective optimization function include charging speed, battery life retention, and safety factor.

[0018] Secondly, embodiments of this application provide an adaptive charging method for electric two-wheeled vehicles based on a DC charging pile for automobiles, including: The system connects the DC charging station for cars to the voltage conversion module on the electric two-wheeler via a pre-set adapter module. Based on the adaptive charging power regulation command, the high-voltage DC power output from the car DC charging pile is converted into low-voltage DC power through the voltage conversion module to charge the battery pack of the electric two-wheeler. The adaptive charging power control module on the electric two-wheeler cyclically executes adaptive charging power control operations until a preset charging cutoff condition is met, at which point charging is stopped. Each control cycle includes the following adaptive charging power control operations: Collect real-time status parameters of the battery pack; Based on the real-time status parameters, the optimal charging power for the current control cycle is determined through a preset multi-objective optimization strategy, and the optimal charging power is used as the adaptive charging power for the current control cycle. An adaptive charging power control command is generated based on the adaptive charging power and sent to the voltage conversion module. The adaptive charging power control command is converted through the protocol conversion gateway on the electric two-wheeler and then sent to the vehicle DC charging pile to control the output of the voltage conversion module and the vehicle DC charging pile.

[0019] This invention relates to the field of electric vehicle charging technology, specifically to an adaptive charging system and method for electric two-wheelers based on a car DC charging pile. The system includes: an adapter module, a voltage conversion module, and a protocol conversion and battery management system, all mounted on the electric two-wheeler. The protocol conversion and battery management system includes a protocol conversion gateway and an adaptive charging power control module. The adapter module connects the car DC charging pile and the voltage conversion module. The voltage conversion module is connected to the electric two-wheeler's battery pack and the protocol conversion and battery management system, respectively, and is used to convert the high-voltage DC power output from the car DC charging pile into low-voltage DC power to charge the battery pack based on adaptive charging power control commands. The adaptive charging power control module... The system continuously executes adaptive charging power regulation until a preset charging cutoff condition is met, at which point charging stops. Each regulation cycle includes: acquiring real-time status parameters of the battery pack; determining the optimal charging power for the current regulation cycle based on these parameters using a preset multi-objective optimization strategy, and setting this optimal charging power as the adaptive charging power for the current cycle; generating an adaptive charging power regulation command based on the adaptive charging power, sending it to the voltage conversion module, converting the command through a protocol conversion gateway, and sending the converted command to the vehicle DC charging station to control the output of both the voltage conversion module and the vehicle DC charging station. This allows for charging of electric two-wheeled vehicles using vehicle DC charging stations, while simultaneously improving charging efficiency while ensuring charging safety. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in 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.

[0021] Figure 1 This is a schematic diagram of the structure of the adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the charging circuit of the voltage conversion module in the adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles, provided in an embodiment of the present invention. Figure 3 This is a flowchart illustrating the adaptive charging method for electric two-wheeled vehicles based on DC charging piles provided in this embodiment of the invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0023] Figure 1 This is a schematic diagram of the adaptive charging system for electric two-wheeled vehicles based on a DC charging pile provided in an embodiment of the present invention. Please refer to [link / reference]. Figure 1 The adaptive charging system for electric two-wheeled vehicles based on DC charging piles provided in this embodiment specifically includes: a converter module 1, a voltage conversion module 2, and a protocol conversion and battery management system 3, wherein the protocol conversion and battery management system 3 includes a protocol conversion gateway 31 and an adaptive charging power regulation module 32.

[0024] Adapter module 1 is used to connect the car DC charging pile and voltage conversion module 2.

[0025] Specifically, in this application, the adapter module 1 is not installed on the electric two-wheeler, while the voltage conversion module 2 and the protocol conversion and battery management system 3 are both installed on the electric two-wheeler, and the voltage conversion module 2 and the protocol conversion and battery management system 3 are connected.

[0026] When charging an electric two-wheeler through a car DC charging station, the car DC charging station and voltage conversion module 2 are connected through adapter module 1. After charging is completed, adapter module 1 can be separated from the car DC charging station and the electric two-wheeler (i.e., voltage conversion module 2).

[0027] For example, adapter module 1 can be designed as a dedicated adapter, with one end being a vehicle plug for a car DC charging station, used to connect to the car DC charging station (connecting to the DC+, DC-, PE, CC1, CC2, A+, and A- output lines of the current car DC charging station); the other end is a dedicated charging socket for connecting to voltage conversion module 2. Additionally, in some embodiments, the dedicated adapter can also incorporate a high-voltage locking structure and a fuse structure to ensure charging safety.

[0028] The voltage conversion module 2 is connected to the battery pack of the electric two-wheeler and the protocol conversion and battery management system 3, respectively. It is used to convert the high voltage DC power output from the car DC charging pile into low voltage DC power to charge the battery pack based on the adaptive charging power regulation command.

[0029] Specifically, during the charging process, the voltage conversion module 2 is connected to the car DC charging pile through the adapter module 1, acting as a "buffer" between the car DC charging pile and the battery pack of the two-wheeled electric vehicle. Based on the protocol conversion and the adaptive charging power control command determined by the battery management system 3, the high-voltage DC power output by the car DC charging pile is converted into the corresponding low-voltage DC power, thereby charging the battery pack.

[0030] The adaptive charging power regulation module 32 is used to cyclically execute the adaptive charging power regulation operation until the preset charging cutoff condition is met, at which point charging is stopped. Each regulation cycle includes the following adaptive charging power regulation operation: Collect real-time status parameters of the battery pack; Based on real-time state parameters, the optimal charging power for the current control cycle is determined through a preset multi-objective optimization strategy, and the optimal charging power is used as the adaptive charging power for the current control cycle. An adaptive charging power control command is generated based on the adaptive charging power and sent to the voltage conversion module 2. The adaptive charging power control command is converted through the protocol conversion gateway 31 and then sent to the vehicle DC charging pile to control the output of the voltage conversion module 2 and the vehicle DC charging pile.

[0031] It should be noted that in this application, the protocol conversion gateway 31 in the protocol conversion and battery management system 3 is used to realize communication with the electric two-wheeled vehicle based on the communication protocol of the vehicle DC charging pile, and the adaptive charging power regulation module 32 can be integrated or connected to the battery management system of the electric two-wheeled vehicle to collect the real-time status parameters of the battery pack and calculate the optimal charging power.

[0032] Understandably, during the actual charging process, by cyclically executing adaptive charging power regulation, an optimal charging power is determined based on real-time collected data in each regulation cycle, thereby generating the aforementioned control commands to control the output of the vehicle DC charging pile and voltage conversion module 2. In this way, the actual charging power is flexibly adjusted based on the state of the battery pack, thereby improving charging efficiency while ensuring charging safety.

[0033] Figure 2 This is a schematic diagram of the charging circuit of the voltage conversion module in the adaptive charging system for electric two-wheeled vehicles based on a DC charging pile provided in this embodiment of the invention. Figure 2 As shown in the embodiments of this application, the voltage conversion module can be a DC-DC converter, and the charging part (in practical applications, other parts such as communication lines can be set separately to realize the communication function with the DC charging pile of the car) adopts an interleaved parallel Buck-Boost circuit structure.

[0034] Specifically, the voltage conversion module includes the high-voltage input terminal of the charging pile, i.e., (A+ in Figure 2 ), the low-voltage input terminal of the charging pile (A- in Figure 2 ), the high-voltage output terminal of the battery pack (B+ in Figure 2 ), the low-voltage output terminal of the battery pack (B- in Figure 2 ), the first capacitor C1, the second capacitor C2, the inductor L, and two sets of control circuits with the same structure (the part enclosed by the square box in Figure 2 ). And each set of control circuits includes a switching transistor G1 and a synchronous rectifier G2.

[0035] Among them, the first end of the first capacitor C1 is respectively connected to the high-voltage input terminal A+ of the charging pile and the input terminals of the two sets of control circuits. The second end of the first capacitor C1 is respectively connected to the low-voltage input terminal A- of the charging pile, the second output terminals of the two sets of control circuits, the second end of the second capacitor C2, and the low-voltage output terminal B- of the battery pack. The first end of the inductor L is connected to the first output terminals of the two sets of control circuits. The second end of the inductor L is respectively connected to the high-voltage output terminal B+ of the battery pack and the first end of the second capacitor C2. In any one of the two sets of control circuits, the first end of the switching transistor G1 serves as the input terminal of the control circuit. The second end of the switching transistor G1 serves as the first output terminal of the control circuit and is connected to the first end of the synchronous rectifier G2. The second end of the synchronous rectifier G2 serves as the second output terminal of the control circuit.

[0036] It can be understood that in actual applications, in the same set of control circuits, by setting, when the switching transistor G1 is turned on, the synchronous rectifier G2 is not turned on. When the switching transistor G1 is not turned on, the synchronous rectifier G2 is turned on. And the phases of the switching transistors G1 of the two sets of control circuits are staggered with each other, and the synchronous rectifiers G2 of the two sets of control circuits are also staggered with each other.

[0037] In this way, in the same set of control circuits, when the switching transistor G1 is turned on, the input voltage is directly applied to the inductor L and the load. At this time, the current of the inductor L rises linearly, and the energy is stored in the inductor. At the same time, the capacitor is charged to maintain the stability of the output voltage. When the switching transistor G1 is turned off, the current of the inductor L cannot change suddenly and will continue to flow through the synchronous rectifier G2. The energy stored in the inductor L is released to supply power to the load and replenish the charge of the capacitor to ensure that the output voltage does not drop. And the two sets of control circuits can operate alternately.

[0038] In this way, by adjusting the on-time of the switching transistor G1 through PWM (i.e., pulse width modulation), the level of the output voltage can be controlled. Among them, the ideal voltage relationship in the continuous current mode is: Vout = D·Vin Where D is the ratio of the on-time of the switching transistor G1 to the period, 0 < D < 1, Vin is the input voltage, and Vout is the output voltage.

[0039] Thus, this circuit achieves a wide range of voltage input and output capabilities, capable of handling both the high voltage output of charging piles (such as 500V) and the stable output of the precise charging voltage required by the battery pack (such as 72V). In practical applications, the output voltage and current can be adjusted in real time based on actual operating conditions (such as the charging stage) to perform constant current or constant voltage charging methods.

[0040] Alternatively, the above circuit structure can be implemented using power devices made of silicon carbide or gallium nitride to achieve high-frequency and high-efficiency conversion, while reducing size and heat loss.

[0041] Furthermore, in some embodiments of this application, the protocol conversion gateway includes a protocol conversion module and a communication line. The protocol conversion module is connected to the voltage conversion module and the adaptive charging power control module via the communication line. Specifically, the protocol conversion module is used to establish a communication link with the vehicle DC charging pile, perform identity authentication with the vehicle DC charging pile, and control the output of the vehicle DC charging pile based on a preset initial charging power. Additionally, upon receiving an adaptive charging power control command, the protocol conversion module is also used to convert the adaptive charging power control command and send the converted command to the vehicle DC charging pile to control its output.

[0042] Specifically, when the adaptive charging system (i.e., the adaptive charging system for electric two-wheeled vehicles based on the DC charging pile) is physically connected to the DC charging pile through the adapter module, the DC charging pile will provide a signal such as a 12V wake-up signal. This signal is transmitted by the adapter module and the voltage conversion module (e.g., through the PLC power line or CAN line) to the protocol conversion module. At this time, the protocol conversion module, based on the charging protocol of the DC charging pile, simulates the communication behavior of the electric vehicle, completes the handshake (i.e., establishes a communication link), authentication, and charging control of the DC charging pile, such as parameter configuration (e.g., sending the converted adaptive charging power adjustment command to the DC charging pile for the DC charging pile to perform corresponding parameter configuration and adjustment), starting charging, and stopping charging.

[0043] It should be noted that in practical applications, when no adaptive charging power control command is initially received, the protocol conversion module can control the output of the vehicle DC charging pile based on a preset, relatively conservative charging power. After receiving the adaptive charging power control command, it then controls the output of the vehicle DC charging pile based on the adaptive charging power control command, thereby avoiding not charging in the initial stage and improving charging efficiency.

[0044] Furthermore, in some embodiments of this application, the adaptive charging power regulation module includes: a state sensing unit, a state deduction unit, and a power decision unit.

[0045] The status sensing unit is used to collect real-time status parameters of the battery pack at fixed intervals.

[0046] Specifically, for two-wheeled electric vehicles with a battery management system, the state sensing unit can be connected to the existing battery management system of the electric two-wheeled vehicle and directly obtain the real-time state parameters of the battery pack from the battery management system; or, for two-wheeled electric vehicles without a battery management system, relevant sensors and detection circuits can be set up to obtain the real-time state parameters of the battery pack, such as the total battery voltage, the voltage of each cell, current, temperature and SOC information.

[0047] The state derivation unit is used to calculate derived state parameters based on the acquired real-time state parameters.

[0048] Specifically, the derived state parameters include the battery pack's real-time internal resistance, polarization voltage, cell consistency index, and real-time temperature rise rate.

[0049] The power decision unit is used to determine the optimal charging power based on real-time state parameters and derived state parameters through a preset multi-objective optimization function.

[0050] Specifically, the power decision unit incorporates a multi-objective optimization function. The aforementioned real-time state parameters and derived state parameters are input into this function to dynamically determine the optimal charging power for the current control cycle. The multi-objective optimization function uses charging speed, battery life retention, and safety factor as optimization objectives, dynamically allocating weights among these three objectives to determine the optimal charging power. In some embodiments, the weights of each objective in the multi-objective optimization function can be fine-tuned by a lightweight machine learning model based on historical data, real-time state parameters, and derived state parameters.

[0051] Furthermore, the adaptive charging power control module also includes an instruction execution unit, which can define the adaptive charging power control instruction sent to the voltage conversion module as the first adaptive charging power control instruction; and define the converted adaptive charging power control instruction sent to the vehicle DC charging pile as the second adaptive charging power control instruction.

[0052] Thus, the instruction execution unit generates a first adaptive charging power control instruction based on the optimal charging power and sends it to the voltage conversion module; and generates a second adaptive charging power control instruction through the protocol conversion gateway and sends it to the vehicle DC charging pile.

[0053] As can be understood from the above description, the first adaptive charging power control instruction is used to control the output of the voltage conversion module, which may include PWM information (which can be transmitted through the internal communication bus), or send the target current or target voltage corresponding to the adaptive charging power to other conversion parts between it and the voltage conversion module, so as to convert it into PWM information and finally send it to the voltage conversion module; while the second adaptive charging power control instruction is data based on the protocol representation of the car DC charging pile (converted and sent by the protocol conversion module).

[0054] It should be noted that due to system consumption, the configuration of the car DC charging pile, and the voltage conversion module, the output of the car DC charging pile based on the second adaptive charging power control command is only the closest within its output capability range, and is generally not the same as the adaptive charging power. However, the voltage conversion module can perform precise conversion, and its data can be used to directly charge the battery pack.

[0055] In this way, the appropriate charging parameters can be intelligently requested from the DC charging station based on the current state of the battery and the capabilities of the voltage conversion module (which can be pre-configured for use when generating the second adaptive charging power control command), rather than simply requesting the maximum value. For example, a lower power parameter can be requested to preheat the battery when it is cold, and a step-down charging power parameter can be requested after the SOC reaches 80% to protect the battery life.

[0056] Furthermore, in some embodiments of this application, the adaptive charging power regulation module further includes a thermal boundary power constraint module, which is used to predict the battery thermal boundary power based on a preset battery thermal model and real-time temperature rise rate, and send the battery thermal boundary power to the instruction execution unit.

[0057] In practical applications, when the instruction execution unit receives the battery thermal boundary power sent by the thermal boundary power constraint module, it compares the latest optimal charging power (the optimal charging power corresponding to the control command that has not yet been generated or sent) with the battery thermal boundary power. If the optimal charging power is greater than the battery thermal boundary power, it is determined that the optimal charging power will cause the battery to overheat. At the same time, no new control command is generated based on the optimal charging power, so that the car DC charging pile and voltage conversion module charge based on the previously generated control command, thereby avoiding battery overheating due to excessive charging power.

[0058] In some embodiments, the instruction execution unit can also compare the battery thermal boundary power with the charging power corresponding to the currently executed control instruction to determine whether it will cause the battery to overheat. If so, it will stop charging or reduce the charging power based on preset parameters.

[0059] Furthermore, in some embodiments of this application, a safety monitoring circuit is also included, which specifically includes an insulation detection circuit, a connection status detection module, and an NTC temperature sensor.

[0060] The insulation detection circuit is connected to the protocol conversion and battery management system to obtain voltage and current signals from the protocol conversion and battery management system (such as the status sensing unit) to determine the insulation information of the electric two-wheeler, such as detecting the insulation resistance of the high-voltage side to the electric two-wheeler body during charging. The connection status detection module can be connected to the protocol conversion and battery management system or the voltage conversion module to obtain the CC1 and CC2 signals sent by the car DC charging pile to determine whether the adapter module and the car DC charging pile are properly connected. The number of NTC temperature sensors can be multiple and can be set on the voltage conversion module and battery pack, etc., to detect the temperature at the set point.

[0061] In this way, the safety monitoring circuit can transmit the detected information to the adaptive charging power control module (such as the instruction execution unit), which will determine whether there is an abnormality and generate corresponding control instructions to control the charging process, such as stopping charging or reducing the current charging power.

[0062] In addition, in some embodiments of this application, the adaptive charging system for electric two-wheeled vehicles based on DC charging piles for automobiles also includes a wireless communication module, which is used to upload the data generated by the system (all data or some key data, the key data can be selected based on actual needs) to a cloud service platform. The cloud service platform can optimize the parameters in the control strategy based on these data and technologies such as big data, such as optimizing the parameters in the process of solving the optimal charging power.

[0063] Based on the same inventive concept, this application also provides an adaptive charging method for electric two-wheeled vehicles based on a DC charging pile for automobiles, which is applied to the aforementioned adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles. Figure 3 This is a flowchart illustrating the adaptive charging method for electric two-wheeled vehicles based on a DC charging pile provided in an embodiment of the present invention. Figure 3 As shown, the method includes: S1. Connect the DC charging station for cars to the voltage conversion module on the electric two-wheeler via a preset adapter module.

[0064] S2. Based on the adaptive charging power regulation command, the high-voltage DC power output from the car DC charging pile is converted into low-voltage DC power through the voltage conversion module to charge the battery pack of the electric two-wheeler.

[0065] S3. The adaptive charging power regulation operation is executed cyclically through the adaptive charging power regulation module on the electric two-wheeler.

[0066] S4. Control the charging to stop after the preset charging cutoff condition is met.

[0067] In each regulation cycle of S3 above, the adaptive charging power regulation operation includes: S31. Collect real-time status parameters of the battery pack.

[0068] S32. Based on real-time state parameters, determine the optimal charging power for the current control cycle through a preset multi-objective optimization strategy, and use the optimal charging power as the adaptive charging power for the current control cycle.

[0069] S33. Generate an adaptive charging power control command based on the adaptive charging power, send it to the voltage conversion module, and convert the adaptive charging power control command through the protocol conversion gateway on the electric two-wheeler. Then send the converted command to the vehicle DC charging pile to control the output of the voltage conversion module and the vehicle DC charging pile.

[0070] It is understood that, as described in the above system embodiments, after connecting the DC charging pile for automobiles and the voltage conversion module on the electric two-wheeler through the adapter module, the system also includes operations such as handshaking authentication with the DC charging pile for automobiles. The specific methods of performing these operations have been described in detail in the embodiments of the above system. You can refer to the operating principle of the adaptive charging system for electric two-wheelers based on DC charging piles for automobiles in any of the above embodiments for understanding. It will not be repeated here.

[0071] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0072] It should be noted that in the description of this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means at least two.

[0073] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0074] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0075] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0076] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0077] The storage media mentioned above can be read-only memory, disk, or optical disk, etc.

[0078] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some 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 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.

[0079] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. An adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles, characterized in that, include: The adapter module and the voltage conversion module and the protocol conversion and battery management system are both installed on the electric two-wheeler. The protocol conversion and battery management system includes a protocol conversion gateway and an adaptive charging power regulation module. The adapter module is used to connect the DC charging pile for automobiles and the voltage conversion module; The voltage conversion module is connected to the battery pack of the electric two-wheeler and the protocol conversion and battery management system, respectively, and is used to convert the high voltage DC power output from the car DC charging pile into low voltage DC power to charge the battery pack based on the adaptive charging power control command. The adaptive charging power control module is used to cyclically execute adaptive charging power control operations until a preset charging cutoff condition is met, at which point charging is stopped. Each control cycle includes the following adaptive charging power control operations: Collect real-time status parameters of the battery pack; Based on the real-time status parameters, the optimal charging power for the current control cycle is determined through a preset multi-objective optimization strategy, and the optimal charging power is used as the adaptive charging power for the current control cycle. An adaptive charging power control command is generated based on the adaptive charging power and sent to the voltage conversion module. The adaptive charging power control command is converted through the protocol conversion gateway and then sent to the vehicle DC charging pile to control the output of the voltage conversion module and the vehicle DC charging pile.

2. The adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles according to claim 1, characterized in that, The voltage conversion module includes a high voltage input terminal of the charging pile, a low voltage input terminal of the charging pile, a high voltage output terminal of the battery pack and a low voltage output terminal of the battery pack, a first capacitor, a second capacitor, an inductor, and two sets of control circuits with the same structure. Each set of control circuits includes a switching transistor and a synchronous rectifier transistor. The first end of the first capacitor is connected to the high voltage input terminal of the charging pile and the input terminals of the two sets of control circuits, respectively. The second end of the first capacitor is connected to the low voltage input terminal of the charging pile, the second output terminal of the two sets of control circuits, the second end of the second capacitor, and the low voltage output terminal of the battery pack, respectively. The first end of the inductor is connected to the first output end of the two sets of control circuits, and the second end of the inductor is connected to the high voltage output end of the battery pack and the first end of the second capacitor, respectively. In either of the two control circuits, the first end of the switching transistor serves as the input terminal of the control circuit, the second end of the switching transistor serves as the first output terminal of the control circuit, and is connected to the first end of the synchronous rectifier; the second end of the synchronous rectifier serves as the second output terminal of the control circuit.

3. The adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles according to claim 1, characterized in that, The protocol conversion gateway includes a protocol conversion module and a communication line. The protocol conversion module is connected to the voltage conversion module and the adaptive charging power regulation module through the communication line. The protocol conversion module is used to establish a communication link with the DC charging pile of the vehicle, perform identity authentication with the DC charging pile of the vehicle, and control the output of the DC charging pile of the vehicle based on a preset initial charging power after the adapter module is connected to the DC charging pile of the vehicle. The protocol conversion module is also used to convert the adaptive charging power control command after receiving it, and send the converted command to the vehicle DC charging pile to control the output of the vehicle DC charging pile.

4. The adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles according to claim 1, characterized in that, The adaptive charging power regulation module includes: a state sensing unit, a state deduction unit, and a power decision unit; The state sensing unit is used to collect real-time state parameters of the battery pack at fixed intervals. The real-time state parameters include total battery voltage, voltage of each cell, current, temperature and SOC information. The state derivation unit is used to calculate derived state parameters based on the collected real-time state parameters. The derived state parameters include the real-time internal resistance of the battery pack, polarization voltage, cell consistency index, and real-time temperature rise rate. The power decision unit is used to determine the optimal charging power based on the real-time state parameters and the derived state parameters through a preset multi-objective optimization function.

5. The adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles according to claim 4, characterized in that, The adaptive charging power regulation module also includes an instruction execution unit connected to the power decision unit; The instruction execution unit is used to generate a first adaptive charging power adjustment instruction based on the optimal charging power and send it to the voltage conversion module; The system generates a second adaptive charging power control command via a protocol conversion gateway and sends it to the vehicle's DC charging station.

6. The adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles according to claim 5, characterized in that, The adaptive charging power regulation module also includes a thermal boundary power constraint module; The thermal boundary power constraint module is used to predict the battery thermal boundary power based on the preset battery thermal model and the real-time temperature rise rate, and send the battery thermal boundary power to the instruction execution unit.

7. The adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles according to claim 6, characterized in that, The instruction execution unit is also used to determine whether the optimal charging power is greater than the battery thermal boundary power. If so, it will not generate an adaptive charging power adjustment instruction based on the optimal charging power.

8. The adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles according to claim 1, characterized in that, It also includes security monitoring circuits; The safety monitoring circuit includes an insulation detection circuit connected to the protocol conversion and battery management system, and an NTC temperature sensor disposed on the voltage conversion module and the battery pack. The insulation detection circuit is used to determine the insulation information of the electric two-wheeler by means of the protocol conversion and the voltage and current information in the battery management system. The safety monitoring circuit is also used to transmit the insulation information and the temperature information detected by the NTC temperature sensor to the adaptive charging power control module, so that the adaptive charging power control module can confirm whether there is a charging abnormality, and control the charging to stop or reduce the current charging power when there is an abnormality.

9. The adaptive charging system for electric two-wheeled vehicles based on a DC charging pile for automobiles according to claim 4, characterized in that, The objectives in the multi-objective optimization function include charging speed, battery life retention, and safety factor.

10. An adaptive charging method for electric two-wheeled vehicles based on a DC charging pile for automobiles, characterized in that, include: The system connects the DC charging station for cars to the voltage conversion module on the electric two-wheeler via a pre-set adapter module. Based on the adaptive charging power regulation command, the high-voltage DC power output from the car DC charging pile is converted into low-voltage DC power through the voltage conversion module to charge the battery pack of the electric two-wheeler. The adaptive charging power control module on the electric two-wheeler cyclically executes adaptive charging power control operations until a preset charging cutoff condition is met, at which point charging is stopped. Each control cycle includes the following adaptive charging power control operations: Collect real-time status parameters of the battery pack; Based on the real-time status parameters, the optimal charging power for the current control cycle is determined through a preset multi-objective optimization strategy, and the optimal charging power is used as the adaptive charging power for the current control cycle. An adaptive charging power control command is generated based on the adaptive charging power and sent to the voltage conversion module. The adaptive charging power control command is converted through the protocol conversion gateway on the electric two-wheeler and then sent to the vehicle DC charging pile to control the output of the voltage conversion module and the vehicle DC charging pile.

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