Vehicle charging control method and device, equipment, storage medium and program product

Abstract

The invention relates to a vehicle charging control method, device and equipment, a storage medium and a program product, and relates to the field of vehicle charging. The method comprises the following steps: performing message interaction with a charging pile based on a first charging protocol through an electric vehicle communication controller, performing message interaction with a battery management system based on a second charging protocol, and converting an interaction message sent by a sender into a message format in a charging protocol used by a receiver in the interaction process, and sending the converted message to a receiver according to time sequence requirements in the first charging protocol and the second charging protocol. By converting the message format and forwarding the message according to the time sequence requirements of the first charging protocol and the second charging protocol, the charging process can be propelled for the charging pile and the battery management system according to the expected time sequence of the respective internal state machine, the charging interruption caused by the abnormal message format and time sequence is avoided, and the success rate of the cross-regional charging of the electric vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle charging, and specifically to a vehicle charging control method, device, equipment, storage medium, and program product. Background Technology

[0002] With the rapid development of the global electric vehicle industry, the cross-regional use of electric vehicles is becoming increasingly common. However, different regions use different charging standards for electric vehicles, with significant differences in message exchange protocols and physical layer connection methods, which restricts the cross-regional use of electric vehicles.

[0003] Currently, in order to solve the compatibility problem of electric vehicles used across regions, it is often necessary to install a protocol converter on the electric vehicle in advance. Even so, in actual application, electric vehicles often experience problems such as abnormal interruption of the charging process. Summary of the Invention

[0004] One of the objectives of this invention is to provide a vehicle charging control method, apparatus, device, storage medium, and program product to solve the problem of abnormal interruption when electric vehicles are charging across regions.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A vehicle charging control method, applied to an electric vehicle communication controller deployed in a vehicle, the method comprising:

[0007] After detecting a charging connection with a charging pile, the system exchanges messages with the charging pile based on a first charging protocol and with the battery management system based on a second charging protocol.

[0008] During message exchange, the interaction message sent by the sender is converted into the message format of the charging protocol used by the receiver to obtain the converted message. The converted message is then sent to the receiver according to the timing requirements of the first charging protocol and the second charging protocol. If the sender is a charging pile, the receiver is a battery management system.

[0009] In some possible implementations, timing requirements include timeout determination limits, and the conversion of the message is sent to the receiver according to the timing requirements in the first and second charging protocols, including:

[0010] If the sender does not receive the interaction message within the receiver's timeout period, and the sender's timeout period is longer than the receiver's timeout period, then the receiver's timeout period will be extended.

[0011] In some possible implementations, after extending the receiver's timeout determination period, the following are also included:

[0012] It periodically sends request messages to the sender. If it does not receive an interaction message or a response message to the request message from the sender within the extended timeout period determined by the receiver, it sends a fault message to the receiver.

[0013] Among the possible implementations are:

[0014] By exchanging messages with the charging pile and the battery management system, the charging parameters of the charging pile and the battery management system are determined.

[0015] Once the pre-charging phase begins, monitor whether the charging parameters of the charging pile and the battery management system match. If they do not match, adjust the charging parameters.

[0016] In some possible implementations, before exchanging messages with the charging pile based on the first charging protocol, the following steps are also included:

[0017] Based on the preset signal transmission power, signal transmission and reception tests were conducted with the charging pile, and signal attenuation parameters of multiple frequency bands were obtained during the test.

[0018] For any frequency band, if the signal attenuation parameter is greater than the preset threshold, the signal transmission power corresponding to that frequency band will be adjusted.

[0019] After the adjustment is completed, message exchanges are conducted with the charging pile according to the signal transmission power corresponding to each frequency band.

[0020] In some possible implementations, the electric vehicle communication controller includes a charging control guidance interface for forming a charging control guidance loop with the charging pile. The method further includes:

[0021] The duty cycle of the charging control guidance signal in the charging control guidance loop is detected. If the duty cycle is greater than the first threshold and less than the second threshold, the power supply system controller assembly is woken up through the controller area network bus and / or through a hard-wired signal, so that the power supply system controller assembly enters the AC charging mode.

[0022] A vehicle charging control device is applied to an electric vehicle communication controller deployed in a vehicle, the device comprising:

[0023] The communication interaction module is used to interact with the charging pile based on the first charging protocol and with the battery management system based on the second charging protocol after detecting a charging connection with the charging pile.

[0024] The interaction control module is used to convert the interaction message sent by the sender into the message format of the charging protocol used by the receiver during the message interaction process, and send the converted message to the receiver according to the timing requirements of the first charging protocol and the second charging protocol. Wherein, if the sender is a charging pile, the receiver is a battery management system; if the sender is a battery management system, the receiver is a charging pile.

[0025] An electronic device includes: a processor, and a memory communicatively connected to the processor;

[0026] The memory stores instructions that the computer executes;

[0027] The processor executes computer-executable instructions stored in memory to implement any of the vehicle charging control methods described above.

[0028] A computer-readable storage medium includes: computer-executable instructions stored in the computer-readable storage medium, which, when executed by a processor, are used to implement a vehicle charging control method as described above.

[0029] A computer program product includes a computer program that, when executed by a processor, implements a vehicle charging control method as described above.

[0030] The beneficial effects of the present invention are as follows: By converting the message format and forwarding messages according to the timing requirements of the first charging protocol and the second charging protocol, the EVCC can enable the charging pile and BMS to advance the charging process according to the expected timing of their respective internal state machines, avoid charging interruption due to abnormal message format and timing, and improve the success rate of cross-regional charging of electric vehicles. Attached Figure Description

[0031] Figure 1 A schematic flowchart of a vehicle charging control method provided for an exemplary embodiment of the present invention;

[0032] Figure 2 A schematic diagram of the overall architecture of a vehicle-to-charging station provided as an exemplary embodiment of the present invention;

[0033] Figure 3 A schematic diagram of a vehicle-charging station interaction process provided as an exemplary embodiment of the present invention;

[0034] Figure 4 A schematic diagram of message timing for vehicle-to-charging interaction provided as an exemplary embodiment of the present invention;

[0035] Figure 5 A schematic diagram of the structure of a vehicle charging control device provided for an exemplary embodiment of the present invention;

[0036] Figure 6This is a schematic diagram of the structure of an electronic device provided as an exemplary embodiment of the present invention.

[0037] The accompanying drawings have illustrated specific embodiments of the invention, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the invention in any way, but rather to illustrate the concept of the invention to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0038] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0039] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0040] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0041] The terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, product, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, product, or apparatus. Without further limitation, the presence of additional identical or equivalent elements in the process, method, product, or apparatus that includes elements is not excluded. For example, the use of terms such as "first," "second," etc., to indicate names does not imply any particular order.

[0042] With the development of the electric vehicle industry and globalization, the cross-regional use of electric vehicles is becoming increasingly common. However, many regions use different charging standards. For example, some regions in Europe use the DIN 70121 / ISO 15118 protocol as their charging standard, while my country uses the GB / T 27930 protocol. These different charging protocols result in significant differences in message exchange protocols, physical layer connection methods, and charging judgment logic, making it difficult for electric vehicles to achieve cross-regional charging and thus restricting their cross-regional use.

[0043] Currently, to address compatibility issues when using electric vehicles across regions, it is often necessary to pre-install protocol converters such as EVCCs (Electric Vehicle Communication Controllers) on electric vehicles to achieve signal conversion and compatibility between different standards, ensuring smooth charging. However, even with the assistance of EVCCs, electric vehicles frequently experience abnormal interruptions during charging in practical applications.

[0044] The inventors discovered through research that the reason for the abnormal interruption of cross-regional charging of electric vehicles is that during the vehicle-to-charging interaction process, the EVCC only transmits some common core parameters (such as charging voltage and current). The charging pile and the vehicle's internal BMS (Battery Management System) each have their own abnormal handling mechanism in accordance with their own charging protocol. For example, incorrect message format or timing abnormalities may trigger the interruption of the charging process.

[0045] Based on this, a technical concept is proposed, in which the EVCC acts as a communication controller between the vehicle and charging piles with different charging standards. After connecting to the charging pile, the EVCC interacts with both the charging pile and the vehicle's BMS according to their charging protocols. The EVCC identifies and converts the message formats of the two different protocols to achieve synchronous forwarding of messages between the vehicle and the charging pile. It also manages the timing of message transmission according to the timing requirements of the two protocols, so that both the charging pile and the BMS can advance the charging process according to the expected timing of their respective internal state machines.

[0046] The application scenarios described above are only partial examples. Those skilled in the art can expand the applications according to specific needs and scenarios, and the embodiments of the present invention do not impose specific limitations in this regard. The method according to an exemplary embodiment of the present invention will now be described with reference to the accompanying drawings.

[0047] Figure 1 This is a flowchart illustrating a vehicle charging control method provided as an exemplary embodiment of the present invention. Figure 1 As shown, the method may include:

[0048] Step S101: After detecting the charging connection with the charging pile, message interaction is performed with the charging pile based on the first charging protocol, and message interaction is performed with the battery management system based on the second charging protocol.

[0049] The vehicle charging control method of this invention can be executed by an Electric Vehicle Communication Controller (EVCC) deployed in the vehicle. This method can be applied in scenarios where the charging station and the vehicle to be charged use different charging protocols, such as the charging station using a first charging protocol and the vehicle using a second charging protocol.

[0050] Charging protocols can include communication methods and timing requirements. For example, the first charging protocol can be the DIN 70121 / ISO 15118 protocol, and charging piles supporting this protocol communicate using PLC (Power Line Carrier) communication. The second charging protocol can be the GB / T 27930 protocol, and vehicles supporting this protocol communicate using CAN (Controller Area Network).

[0051] In this embodiment of the invention, the EVCC can establish a first communication link with the charging pile and a second communication link with the BMS. The first communication link is used for the EVCC and the charging pile to exchange messages for charging control according to a first charging protocol, and the second communication link is used for the EVCC and the BMS to exchange messages for charging control according to a second charging protocol.

[0052] Step S102: During the message exchange process, the exchange message sent by the sender is converted into the message format in the charging protocol used by the receiver to obtain the converted message. The converted message is then sent to the receiver according to the timing requirements in the first charging protocol and the second charging protocol.

[0053] In this case, if the sender is a charging pile, the receiver is a BMS; if the sender is a BMS, the receiver is a charging pile.

[0054] Timing requirements can include timeout limits for the sender and receiver of interactive messages in both the first and second charging protocols. For example, after establishing a charging connection with a charging pile, the charging pile needs to send a message to the BMS for verification. This message may contain parameters such as the charging pile model. Different charging protocols may have different timing requirements for the charging pile sending this message. For instance, the first charging protocol may have a timeout limit of 5 seconds for this message (i.e., the charging pile is allowed to send the message within 5 seconds; if it exceeds 5 seconds, the sending is considered a timeout), while the second charging protocol may have a timeout limit of 3 seconds (i.e., the BMS is allowed to wait for the message for 3 seconds; if the message is not received after 3 seconds, the response is considered a timeout). Thus, if the charging pile sends the message in the 4th second, although it does not violate the timing requirements of the first charging protocol, it violates the timing requirements of the second charging protocol. This timing conflict will cause the BMS to interrupt charging due to timing abnormalities. In this invention, EVCC can be used to resolve such timing conflicts.

[0055] In this embodiment of the invention, the EVCC can serve as a relay node between the charging pile and the BMS. After receiving a message from one party, it synchronously forwards the message information to the other party based on the charging protocol. During the interaction, it can set timeout response and retry processing mechanisms according to the charging status, BMS and the response timing of the charging pile. By modifying the judgment logic or adding a message timeout response judgment time limit, the abnormal triggering of the charging pile and BMS can be reduced, and the communication fault tolerance during the charging process can be increased.

[0056] In this embodiment of the invention, the anomaly detection logic of the charging pile or BMS can be modified to ensure that its internal state machine proceeds normally according to the expected timing. The modification method can be referred to in Example 1 below.

[0057] Example 1: Based on the timing requirements of the second charging protocol, according to the BMS's internal state machine, after sending a request message, the BMS has a 5-second timeout limit for determining the response message received. If a correct response is received within 5 seconds, the charging process proceeds to the next stage; otherwise, it exits the charging process and disconnects the charging connection. However, based on the timing requirements of the first charging protocol, according to the charging pile's internal state machine, the charging pile has a 7-second timeout limit for responding to the request message. If no response is received after 7 seconds, it is considered a fault or abnormality, and the charging pile exits the charging process. In this case, although the EVCC can forward the BMS's request message to the charging pile and the charging pile's response to the BMS, if the charging pile responds to the request message at the 6th second, although the charging pile does not exit the charging process due to exceeding the 7-second timeout, the BMS will exit the charging process because it did not receive a response within 5 seconds. This is due to the difference in timing management between the different charging protocols.

[0058] To address the aforementioned issues, the BMS's decision-making logic can be modified. After modification, after sending a request message, if the BMS receives a correct response within 5 seconds, it will proceed to the next charging stage. If no correct response is received within 5 seconds, it will not exit charging but will maintain the current communication link and continue waiting. If a permission message from the EVCC is received during the waiting period, it will proceed to the next charging stage. If a fault message from the EVCC is received during the waiting period, it will exit the charging process. In this way, the EVCC can continue waiting for a response from the charging pile from the 5th to the 7th second after the BMS sends the request message. During this period, the BMS will not exit charging. If a response from the charging pile is received in the 6th second, the EVCC can send a permission message to the BMS. If no response is received after the 7th second, the EVCC can send a fault message to the BMS. In this way, the EVCC can ensure that message forwarding is error-free according to the timing requirements of the charging pile and BMS's respective charging protocols, thus improving fault tolerance.

[0059] In one embodiment, sending the converted message to the receiver according to the timing requirements of the first charging protocol and the second charging protocol includes:

[0060] If the sender does not receive the interaction message within the receiver's timeout period, and the sender's timeout period is longer than the receiver's timeout period, then the receiver's timeout period will be extended.

[0061] In this embodiment of the invention, the timing requirements may include a timeout determination limit. The EVCC sends messages according to the timing requirements in the first charging protocol and the second charging protocol. This can mean that the timing requirements of the receiver are met by modifying the timeout determination limit corresponding to the receiver, so as not to cause the receiver to interrupt charging due to timing abnormalities.

[0062] For example, sending the converted message to the receiver according to the timing requirements in the first charging protocol and the second charging protocol may include:

[0063] Obtain the timing requirements of the first charging protocol and the second charging protocol for the interaction message. The timing requirements may include the timeout determination time limit of the sender and receiver for the interaction message.

[0064] If an interactive message is received from the sender within the receiver's timeout period, the receiver will send the converted message corresponding to the received interactive message to the receiver.

[0065] If the receiver does not receive the interaction message sent by the sender within the receiver's timeout period, and the sender's timeout period is longer than the receiver's timeout period, then the receiver's timeout period is extended, and after receiving the interaction message sent by the sender within the extended timeout period, the receiver sends the converted message corresponding to the received interaction message to the receiver.

[0066] In this embodiment of the invention, when the sender's timeout determination period is greater than the receiver's timeout determination period, the receiver's charging interruption can be avoided by extending the receiver's timeout determination period. However, when the sender's timeout determination period is less than or equal to the receiver's timeout determination period, if the sender fails to send an interaction message within the receiver's timeout determination period, the sender has violated both the receiver's and sender's timing requirements. In this case, a fault message needs to be generated to promptly detect the cause of the anomaly.

[0067] Taking Example 1 as an example, originally, after the BMS sends a request message, if it receives a correct response within 5 seconds, it will proceed to the next charging stage; if it does not receive a correct response within 5 seconds, it will exit the charging process and disconnect the charging connection. However, according to the first charging protocol, the charging pile has a 7-second timeout period to respond to this request message. In this case, for this request message, the BMS's timeout determination period is 5 seconds, and the charging pile's timeout determination period is 7 seconds. If the charging pile responds within 5 seconds, the EVCC can forward the response to the BMS normally. If the charging pile has not responded after 5 seconds, the timeout determination period can be extended from 5 seconds to 7 seconds or longer by modifying the BMS's time determination parameters.

[0068] In some possible implementations, after extending the receiver's timeout determination period, the following are also included:

[0069] The system periodically sends request messages to the sender. If no interaction message or response message to the request message is received from the sender by the extended timeout period of the receiver, a fault message is sent to the receiver.

[0070] Taking Example 1 as an example, in some cases, the charging pile may not respond in time because of signal abnormality and the request message forwarded by EVCC is not received. In this case, if EVCC does not receive a response from the charging pile within 5 seconds, it can continue to resend the request message to the charging pile. If it still does not receive a response from the charging pile after another 5 seconds, it can send a fault message to BMS to avoid it from waiting indefinitely.

[0071] In some possible implementations, a first time threshold and a second time threshold can be set based on the timeout judgment logic of the BMS. The first time threshold is the charging pile response time, i.e., the allowed time limit from when the EVCC forwards the request message to the charging pile until the charging pile responds to the request message. The second time threshold is the allowed time limit for the BMS to complete a phased function (e.g., the second time threshold for the pre-charging phase can be 7 seconds, i.e., the duration from the start to the end of pre-charging). If the EVCC does not receive a response within the first time threshold, it can resend the request message within the second time threshold. The second time threshold can be dynamically adjusted according to the actual charging pile response message time and communication status. If no response is received after multiple attempts or within the second time threshold, a fault message can be sent to the BMS to request the termination of communication, preventing the BMS from continuing to wait.

[0072] Figure 2 This is a schematic diagram of the overall architecture of a vehicle-to-charging station provided as an exemplary embodiment of the present invention. Figure 2 As shown, the EVCC includes a charging control guidance CP interface and a PE interface, which are used to form a CP circuit with the charging pile. In addition, the EVCC may also include: a PP interface for plug connection monitoring, determining the charging gun connection status based on the PP resistance value; K3 and K4 hard-wired wake-up signals for waking up the BMS; a CC2 signal simulating a 1K resistance in the plug, indicating that the plug is fully connected when a 1K resistance is detected; and CAN communication interfaces, with CAN1 for communication between the EVCC and the vehicle, used to upload EVCC status and electronic lock status, and CAN0 for communication between the EVCC and the BMS to complete charging control based on the second charging protocol.

[0073] Figure 3 This is a schematic diagram of a vehicle-charging station interaction process provided as an exemplary embodiment of the present invention. Figure 4 This is a schematic diagram of message timing for vehicle-to-charging interaction provided as an exemplary embodiment of the present invention. The following is in conjunction with... Figure 3 and Figure 4 The interaction process between the charging pile and the vehicle (including EVCC and BMS, etc.) in the embodiments of the present invention is illustrated by way of example.

[0074] See Figure 3 and Figure 4 The interaction process can be divided into six stages: plug identification, charging identification and authentication, parameter configuration, pre-charging, energy transfer, and normal shutdown. The message interaction processing flow in each of these stages is described below.

[0075] (a) Gun insertion identification. Gun insertion mainly refers to the charging gun being inserted into the charging pile. The EVCC is woken up by the CP signal. During this process, the CP voltage value will jump from 12V to 9V to wake up the EVCC. The PP resistance value indicates the connection status of the charging gun.

[0076] After the charging gun is identified, a communication connection with the charging pile can be established. The charging request can be activated through APP, charging card or contract authentication. The charging pile sends a 5% DC charging status signal (i.e., CP signal duty cycle of 5%). The communication connection includes SLAC physical layer connection, SDP, TCP network and communication data link establishment, which mainly completes the identification and authentication of the vehicle having a charging pile.

[0077] (ii) Charging identification and authentication. This stage may include the following 5 sub-processes.

[0078] (1) EVCC sends 0a, 1a, 2a, xa to EVSE (charging pile communication controller) for identification, authentication and matching. When xb is received, it indicates confirmation of the payment method used for charging.

[0079] (2) EVCC simultaneously requests EVSE to perform contract authentication and sends a ya=contract authentication request; at the same time, it controls the K3 voltage output to wake up the BMS and requests the electronic lock to lock; here, EVCC acts as a protocol conversion charging controller and sends requests to both the vehicle and the charging pile to complete the vehicle charging precondition judgment and the charging pile handshake authentication.

[0080] (3) After receiving the electronic lock locking signal within a certain period of time, EVCC sends a CHM handshake message to BMS.

[0081] (4) After receiving the BHM message from the battery, the EVCC sends CRM=0x00 to request handshake identification between the charging pile and the vehicle.

[0082] (5) After receiving the BRM message sent by the battery, and simultaneously receiving the European standard charging certification completion, send CRM=0xAA to the battery (indicating that the vehicle end and the charging pile end have established communication).

[0083] (iii) Parameter configuration. This stage may include the following three sub-processes.

[0084] (1) Parameter configuration is the interaction between the battery and the charging pile's maximum charging capacity parameters. The specific interaction process is that the EVCC receives the maximum charging voltage and current limit allowed by the BCP battery, forwards the BMS charging parameter capacity limit to the EVSE through the 3a=Charge parameter discovery request, and at the same time requests to obtain the maximum charging capacity of the charging pile, and forwards it to the BMS through CML to realize the interaction of charging capacity.

[0085] (2) After the EVCC receives the charging pile and the BMS parameters and completes the charging capability matching, it controls the S2 switch of the CP circuit to close and adjusts the CP voltage from 9V to 6V, indicating that the charging process is in progress.

[0086] (3) The EVCC sends a cable check request to the EVSE to perform insulation testing. During the insulation testing process, the EVCC monitors the insulation testing status with the pile end. If no response is received from the pile end within a certain period of time, the timeout response period can be extended, and requests can be sent periodically.

[0087] (iv) Pre-charging. This stage may include the following three sub-processes.

[0088] Insulation testing is complete, and precharging begins. The EVCC sends a precharge request (prechargereq) to the EVSE via PLC message interaction. During the parameter interaction, it sends the current voltage value of the vehicle port and other parameters obtained from the BCP message as precharging parameters to the charging pile to request the start of precharging.

[0089] (2) EVCC determines the pre-charging status based on the output parameters of the vehicle and the charging pile and dynamically adjusts the charging parameters to meet the needs of the vehicle.

[0090] (3) During the pre-charging process, EVCC determines in real time whether the difference between the current output voltage of the charging pile and the requested voltage of the battery is within the required threshold (within 10V) within the pre-charging time (7s) and controls the completion of the pre-charging process.

[0091] (v) Energy transfer. This stage may include the following five sub-processes.

[0092] (1) EVCC prepares to enter the charging state and sends a power delivery request to EVSE to prepare for charging.

[0093] (2) BMS sends BCL, BCS and BSM to EVCC. After EVCC obtains the charging parameters, the required voltage and current, it forwards them to EVSE through the current demand req message.

[0094] (3) EVSE sends the current output parameter value to EVCC, and EVCC sends it to BMS through CCS. The entire energy transfer process monitors the charging voltage and current by sending messages in a loop.

[0095] (4) When the BMS or EVSE receives a charging parameter that does not meet the requirements during the charging process, it sends a charging stop message BST / CST.

[0096] (5) During the charging process, EVCC determines whether the charging parameters are appropriate, monitors the sending and receiving of messages, and implements a timeout retransmission mechanism for abnormal charging processes.

[0097] During the charging process, the EVCC can cyclically send charging interaction messages to the charging pile, periodically sending request interactions. If the EVCC does not receive a charging message from the charging pile within a required time (e.g., 100ms), it shortens the message sending cycle, periodically sends requests, and performs timeout processing. If no response is received from the charging pile after a certain threshold, charging is considered to have timed out and stops. This method can minimize message loss caused by brief communication interference from the external environment, and wait as long as possible for a response from the charging pile, thereby increasing the fault tolerance of communication.

[0098] (vi) Normal shutdown. This stage may include the following three sub-processes.

[0099] (1) When the battery is fully charged and the charging is completed normally, the BMS sends a BST request to stop charging. After the EVCC obtains the request to stop charging, it requests the EVSE to stop charging through the power delivery req message with ready to charge state=false. The EVSE will stop DC output. After the EVCC receives the charging pile's agreement to stop charging, it forwards the request to the EVCC through CST to realize the interaction process between the BMS and the charging pile to stop charging.

[0100] (2) EVCC sends a welding detection request to EVSE to perform contactor connection detection and feedback the output voltage value of the charging pile; BMS sends a BSD message, EVCC receives EVSE Present Voltage less than 60V and sends a CSD message, BMS high voltage contactor disconnects.

[0101] (3) EVCC sends a session stop request to terminate the communication session. At this time, the SLAC and SDP connections can be disconnected. The notification sends an electronic lock unlock request. After the electronic lock is unlocked, the charging gun can be removed to end the current charging process.

[0102] In one embodiment, the vehicle charging control method may further include:

[0103] By exchanging messages with the charging pile and the BMS, the charging parameters of the charging pile and the BMS are determined. After entering the pre-charging stage, the charging parameters of the charging pile and the BMS are monitored to see if they match. If they do not match, the charging parameters are adjusted.

[0104] During the parameter configuration process before pre-charging, EVCC can obtain charging parameters such as the maximum charging capacity of the charging pile and the maximum allowable charging voltage and current limit of the battery through message interaction.

[0105] After entering the pre-charging phase, the EVCC can monitor the relevant voltage in real time. If the EVCC determines that the pre-charging voltage is appropriate (e.g., within 10V) during the pre-charging time, it waits to receive the vehicle-side charging ready message BRO=0xAA. Upon receiving it, it sends CRO=0xAA to the vehicle-side BMS, indicating that the charging pile is ready. If the EVCC considers the pre-charging voltage to be inappropriate during the pre-charging time, it judges the requested voltage of the BMS and the output voltage of the charging pile, and dynamically adjusts the charging parameters to ensure that the pre-charging is completed. If the EVCC determines that the pre-charging voltage is still inappropriate after adjustment and exceeds the specified pre-charging time, it can send CST to the BMS through CAN communication and send a power delivery=shutdown request or session stop request to the charging pile through PLC communication to stop charging.

[0106] For example, EVCC obtains the current voltage of the charging pile and the real-time demand of the vehicle, and determines whether the difference between the output voltage and the pre-charging voltage reaches the required threshold (within 10V) within a certain period (e.g., within 2 seconds). Within this period, if the output capacity of the charging pile remains unchanged and is not within the threshold request range, the request parameters can be dynamically adjusted by calculating the difference between the request parameters and the actual output parameters so that the output capacity of the charging pile meets the charging demand of the battery.

[0107] The inventors discovered that in cross-regional charging applications for electric vehicles, the EVCC (Electric Vehicle Control Center) cannot accurately identify the charging mode (DC charging mode or AC charging mode) of the charging station. This is because the EVCC often senses the charging station's signal through the CP (Conduction Circuit) circuit, while in some vehicles, the OBC (On-Board Circuit) is connected to the CP circuit, causing abnormal circuit capacitance and inaccurate signal identification. Based on this, a method for identifying the charging mode is provided.

[0108] In one embodiment, the vehicle charging control method may further include: detecting the duty cycle of the CP signal in the CP circuit; if the duty cycle is greater than a first threshold and less than a second threshold, waking up the power supply system controller assembly (OBC) via the controller area network (CAN bus) and / or via a hard-wired signal, so that the OBC enters AC charging mode.

[0109] For AC charging, the OBC (On-Board Charger) is required, and in traditional methods, the OBC must participate in the signal transmission of the CP (Conduction Circuit) loop. In this embodiment, the OBC is removed from the CP loop between the EVCC (Electronic Vehicle Control Center) and the charging pile. After the EVCC recognizes the AC charging mode, it notifies the OBC via the CAN1 interface or a hard-wired signal, thus maintaining the stability of the CP loop signal and improving the success rate of charging mode recognition.

[0110] For example, refer to Figure 2 The vehicle charging control method of this invention can also identify the AC / DC charging mode of the charging pile. This identification process may include:

[0111] S1: The EVCC controller collects the duty cycle of the CP signal and the PP resistance value. If the duty cycle is 3% to 7% and the PP resistance value is 1.5K, it is in DC charging mode and enters the European standard DC charging process. At this time, the CP circuit only has the EVCC terminal, avoiding the introduction of the Cv capacitor related to the OBC of the power supply system controller assembly. This will not affect the signal quality of the entire CP circuit, thereby ensuring the signal quality of communication between the charging pile side and the electric vehicle side and improving communication reliability.

[0112] S2: If the CP duty cycle is 8%~97% and the PP resistance is within the threshold range, the EVCC sends an AC charging mode request through the CAN bus or wakes up the OBC through a hard-wired signal to prepare to enter the AC charging mode. When the OBC confirms that it has entered the AC charging mode, the EVCC closes the S2 switch to request AC charging. At this time, the EVCC can shut down the CP RF circuit and enter the low power mode.

[0113] S3: If the CP duty cycle is 100% and continues for a certain threshold time, EVCC indicates that it does not need to work at this time. Without any local time, it enters deep sleep mode to reduce the power consumption of the whole vehicle.

[0114] Through S1, S2 and S3 mentioned above, EVCC can achieve integrated AC and DC control, which can not only maintain the stability of the CP loop signal, but also reduce the data loss problem caused by intermediate signal forwarding or excessively long CP loop.

[0115] The inventors also discovered that during the physical layer connection between the vehicle and the charging station, communication often fails to establish or data transmission is interrupted, especially in extreme environments such as low temperatures and strong electromagnetic interference, where signal abnormalities frequently prevent normal charging. Based on this, a method for dynamically adjusting the transmission power is provided during vehicle charging control. This method adjusts the transmission power in real time according to the external charging environment and the internal electromagnetic environment of the vehicle to ensure the real-time performance and stability of communication data.

[0116] In one embodiment, before exchanging messages with the charging pile based on the first charging protocol, the following may also be included:

[0117] Based on the preset signal transmission power, signal transmission and reception tests are conducted with the charging pile, and signal attenuation parameters of multiple frequency bands are obtained during the test. For any frequency band, if the signal attenuation parameter is greater than the preset threshold, the signal transmission power corresponding to that frequency band is adjusted. After the adjustment is completed, message exchange is conducted with the charging pile according to the signal transmission power corresponding to each frequency band.

[0118] For example, firstly, EVCC can initialize the PSD (signal transmit power) to the standard value of -76dBm / HZ; then enter SLAC connection and establish vehicle-to-pile parameter matching; next, sample the signal strength of the 2-30M frequency band, identify and judge the signal strength, and judge the communication signal quality based on 58 sets of AAG data in the 2-30M frequency band.

[0119] Here, AAG is the average signal attenuation coefficient. It is calculated by subtracting the strength of the received signal from the strength of the transmitted signal.

[0120] For each frequency band, if its AAG is less than 2dB, it indicates that the signal quality is good and the next step of vehicle-to-pile matching interaction can be carried out. Once the matching is completed, a communication connection is established. If its AAG is greater than or equal to 2dB, it indicates that the signal quality is poor. Based on the 58 sets of actual data, the transmission power can be adjusted by group and frequency band to ensure signal quality.

[0121] Figure 5 This is a schematic diagram of a vehicle charging control device provided as an exemplary embodiment of the present invention. (See diagram below.) Figure 5 As shown, the vehicle charging control device 500 may include:

[0122] The communication interaction module 501 is used to interact with the charging pile based on the first charging protocol and with the battery management system (BMS) based on the second charging protocol after detecting a charging connection with the charging pile.

[0123] The interaction control module 502 is used to convert the interaction message sent by the sender into the message format of the charging protocol used by the receiver during the message interaction process, and send the converted message to the receiver according to the timing requirements of the first charging protocol and the second charging protocol; wherein, if the sender is a charging pile, the receiver is a BMS; if the sender is a BMS, the receiver is a charging pile.

[0124] The vehicle charging control device provided in this embodiment is used to execute the technical solution in any of the foregoing method embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0125] It should be understood that the above-described device embodiments are merely illustrative, and the device of the present invention can also be implemented in other ways. For example, the division of units / modules in the above embodiments is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple units, modules, or components may be combined, or integrated into another system, or some features may be ignored or not executed.

[0126] Furthermore, unless otherwise specified, the functional units / modules in the various embodiments of the present invention can be integrated into one unit / module, or each unit / module can exist physically separately, or two or more units / modules can be integrated together. The integrated units / modules described above can be implemented in hardware or as software program modules.

[0127] Figure 6 This is a schematic diagram of the structure of an electronic device provided as an exemplary embodiment of the present invention. For example... Figure 6 As shown, the electronic device 60 includes:

[0128] Processor 61, memory 62, and communication interface 63;

[0129] The memory 62 is used to store the executable instructions of the processor 61; the executable instructions can be instructions that the computer can execute.

[0130] The processor 61 is configured to execute the technical solutions in any of the foregoing method embodiments by executing executable instructions.

[0131] Optionally, the memory 62 can be either standalone or integrated with the processor 61.

[0132] Optionally, when the memory 62 is a device independent of the processor 61, the electronic device 60 may further include:

[0133] Bus 64, memory 62 and communication interface 63 are connected to processor 61 through bus 64 and complete communication with each other. Communication interface 63 is used to communicate with other devices.

[0134] Optionally, the communication interface 63 can be implemented using a transceiver. The communication interface is used to enable communication between the database access device and other devices (e.g., clients, read-write databases, and read-only databases). The memory may include random access memory (RAM) and may also include non-volatile memory, such as at least one disk drive.

[0135] Bus 64 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, only one line is used in the diagram, but this does not imply that there is only one bus or one type of bus.

[0136] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0137] The electronic device is used to execute the technical solutions in any of the foregoing method embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0138] This invention also provides a readable storage medium, which can be a computer-readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it implements the technical solution provided in any of the foregoing method embodiments.

[0139] This invention also provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the technical solutions provided in any of the foregoing method embodiments.

[0140] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0141] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0142] Other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of the invention are indicated by the following claims.

[0143] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A vehicle charging control method, characterized in that, The method, applied to an electric vehicle communication controller deployed in a vehicle, includes: After detecting a charging connection with a charging pile, the system interacts with the charging pile via message exchange based on a first charging protocol, and with the battery management system via message exchange based on a second charging protocol. During the message exchange process, the interaction message sent by the sender is converted into the message format of the charging protocol used by the receiver to obtain the converted message. The converted message is then sent to the receiver according to the timing requirements of the first charging protocol and the second charging protocol. Wherein, if the sender is the charging pile, the receiver is the battery management system; if the sender is the battery management system, the receiver is the charging pile.

2. The vehicle charging control method according to claim 1, characterized in that, The timing requirements include a timeout determination limit, and sending the converted message to the receiver according to the timing requirements in the first charging protocol and the second charging protocol includes: If the sender does not receive the interaction message within the receiver's timeout determination period, and the sender's timeout determination period is longer than the receiver's timeout determination period, then the receiver's timeout determination period is extended.

3. The vehicle charging control method according to claim 2, characterized in that, After extending the timeout determination period for the receiver, the method further includes: The system periodically sends request messages to the sender. If the system does not receive the interaction message or response message to the request message from the sender by the extended timeout period of the receiver, it sends a fault message to the receiver.

4. The vehicle charging control method according to any one of claims 1 to 3, characterized in that, Also includes: By exchanging messages with the charging pile and the battery management system, the charging parameters of the charging pile and the battery management system are determined. After entering the pre-charging stage, monitor whether the charging parameters of the charging pile and the battery management system match. If they do not match, adjust the charging parameters.

5. The vehicle charging control method according to any one of claims 1 to 3, characterized in that, Before exchanging messages with the charging pile based on the first charging protocol, the process also includes: Based on the preset signal transmission power, a signal transmission and reception test was conducted with the charging pile, and signal attenuation parameters of multiple frequency bands were obtained during the test. For any frequency band, if the signal attenuation parameter is greater than a preset threshold, the signal transmission power corresponding to that frequency band is adjusted. After the adjustment is completed, message exchanges are conducted with the charging pile according to the signal transmission power corresponding to each frequency band.

6. The vehicle charging control method according to any one of claims 1 to 3, characterized in that, The electric vehicle communication controller includes a charging control guidance interface, which is used to form a charging control guidance loop with the charging pile. The method further includes: The duty cycle of the charging control guidance signal in the charging control guidance loop is detected. If the duty cycle is greater than a first threshold and less than a second threshold, the power supply system controller assembly is woken up through the controller local area network bus and / or through a hard-wired signal, so that the power supply system controller assembly enters the AC charging mode.

7. A vehicle charging control device, characterized in that, An electric vehicle communication controller deployed in a vehicle, the device comprising: The communication interaction module is used to interact with the charging pile based on a first charging protocol and with the battery management system based on a second charging protocol after detecting a charging connection with the charging pile. An interactive control module is used to convert the interactive message sent by the sender into the message format of the charging protocol used by the receiver during the message interaction process, obtain the converted message, and send the converted message to the receiver according to the timing requirements in the first charging protocol and the second charging protocol; wherein, if the sender is the charging pile, the receiver is the battery management system; if the sender is the battery management system, the receiver is the charging pile.

8. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method of any one of claims 1 to 6.

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