A euro-to-japanese charging adapter and a control method thereof

Abstract

The application provides a Europe-Japan standard conversion day standard charging adapter and a control method thereof, and relates to the technical field of charging. The adapter comprises a PE signal interface, a CP signal interface, a PP signal interface, a d1 switch, a d2 switch, a CANH signal interface, a CANL signal interface, a CSS1 signal interface, a CSS2 signal interface, a CPD signal interface, a VCP signal interface, a DC+ interface, a DC- interface, a direct-current contactor and a voltage acquisition module. When the Europe standard charging pile communicates with the adapter through PLC, the adapter acts as the role of the Europe standard vehicle end EVCC. The adapter controls the S2 switch inside the adapter, and switches the CP line state from B to C or from C to B according to the Europe standard charging process. The adapter detects the CP signal duty cycle. The adapter communicates with the Europe standard charging pile end SECC through the CP and PE, and when the Japan standard vehicle communicates with the adapter through CAN, the adapter acts as the role of the Japan standard pile. Not only the precise butt joint of the physical interface is realized, but also the compatible conversion of the charging protocol is realized, and the charging safety and the transmission efficiency are ensured.

Description

Technical Field

[0001] This invention relates to the field of charging technology, specifically to a European / American standard to Japanese standard charging adapter and its control method. Background Technology

[0002] Global charging interface standards exhibit regional differences, extending beyond physical structure to fundamental technical distinctions such as charging protocols. For instance, Japanese electric vehicle charging stations utilize the CHAdeMO protocol standard, while DC charging stations in the European and American markets employ the DIN70121 and ISO15118 standards. These two standards differ significantly in power supply modes, communication physical interfaces, communication protocols, and charging communication control methods. Japanese standard electric vehicles and charging stations use CAN-based communication, while European and American standard electric vehicles and charging stations use power line carrier communication (PLC)-based communication. Furthermore, their charging protocols specify different charging stages and timing sequences. These differences technically prevent the direct use of European and American standard chargers to charge Japanese standard electric vehicles.

[0003] With the increasing demand for cross-border travel, international trade, and the cross-border use of new energy vehicles, drivers of Japanese standard new energy vehicles often face the predicament of not having Japanese standard charging stations available when charging in Europe and the United States. Early universal adapters focused mainly on basic power conversion, which could not meet the high-power transmission requirements of fast charging scenarios for new energy vehicles, and lacked intelligent adaptation designs for protocol conversion between different standards. Summary of the Invention

[0004] To address the aforementioned technical issues, this invention provides a charging adapter for converting European / American standard charging to Japanese standard charging and its control method. This bridges the charging gap between charging European / American standard charging piles and charging Japanese standard vehicles. It not only achieves precise physical interface connection but also ensures compatible conversion of charging protocols, while guaranteeing charging safety and transmission efficiency.

[0005] To address the aforementioned technical problems, the present invention provides the following technical solution: a European / American standard to Japanese standard charging adapter, comprising: The PE signal interface is used for the protective ground interface and the ground loop for PLC signals. The CP signal interface is used for PWM duty cycle signal detection, CP state B and CP state C switching, and communication with the PLC of European and American standard charging piles. PP signal interface, used for proximity detection, to detect whether the charging gun head of the European and American standard charging pile is plugged in; When switch D1 is closed, the output CSS1 signal is valid; when it is open, the output CSS1 signal is invalid. When switch D2 is closed, the output CSS2 signal is valid; when it is open, the output CSS2 signal is invalid. CANH and CANL signal interfaces are used for CAN communication with Japanese standard vehicles; The CSS1 signal interface is used to output the CSS1 signal to the Japanese standard vehicle. The CSS2 signal interface is used to output CSS2 signals to the Japanese standard vehicle. The CPD signal interface is used to detect whether the Japanese standard vehicle has its gun inserted. The VCP signal interface is used to detect whether charging is permitted for Japanese standard vehicles; DC+ and DC- interfaces are used for the high-voltage DC output of charging guns in European and American standard charging piles; DC contactor, used to control the DC switching of European and American standard charging piles; The voltage acquisition module is used to acquire the battery voltage or charging voltage of Japanese standard vehicles.

[0006] A control method for a European / American standard to Japanese standard charging adapter includes the following steps: S1. The adapter first communicates with the European and American standard charging piles via PLC. Only after the European and American standard charging piles have detected the end parameters will the adapter start to communicate with the Japanese standard vehicle for charging. S2. After receiving the first frame message from the Japanese standard vehicle terminal, the adapter obtains the limit parameters of the Japanese standard vehicle terminal, saves the vehicle terminal limit parameters, and fills them into the limit parameters of the charging request message when entering the charging cycle stage and sends them to the European and American standard charging pile terminal. The adapter will update the Japanese standard vehicle terminal in real time through CAN messages according to the limit parameters received from the European and American standard charging pile terminal. S3. The adapter synchronizes the insulation detection stage of the European and American standard charging pile terminal and the Japanese standard vehicle terminal. S4. The contactor inside the Japanese standard vehicle closes to make its internal charging circuit conduct. The adapter obtains the battery voltage of the Japanese standard vehicle through the voltage acquisition module and uses it as the pre-charging voltage of the European and American standard charging pile. After the pre-charging voltage of the European and American standard charging pile reaches the battery voltage, the adapter closes the internal DC contactor. S5. When the Japanese standard vehicle sends a charging current request greater than 0A, the Japanese standard vehicle enters the charging stage. After receiving the charging current request greater than 0A, the adapter will set the charger status flag, which is periodically sent to the Japanese standard vehicle's CAN message, to 1 and the charging stop control flag to 0 within 2 seconds. If the European and American standard charging pile and adapter have not entered the charging stage, the output voltage in H108 and H109 should be filled in according to the measured voltage, and the output current should be filled in as 1A. If the European and American standard charging pile and adapter have entered the charging stage, the current output voltage and output current in H108 and H109 should be filled in according to the current voltage and current output in the pile message. S6. When charging is complete or abnormal, if the termination of charging is initiated by the Japanese standard vehicle, the Japanese standard vehicle sends a CAN signal to the adapter or a VCP hard signal to disallow charging. After receiving the signal, the adapter sends a termination message to the European and American standard charging pile. If the termination of charging is initiated by the European and American standard charging pile, the European and American standard charging pile sends a PLC signal to the adapter or outputs a duty cycle of non-5%. After receiving the signal, the adapter sends a termination message to the Japanese standard vehicle.

[0007] The specific implementation steps of step S1 are as follows: the adapter and the SECC of the European and American standard charging pile establish a TCP connection through the SLAC and SDP stages, and then communicate in the V2G message parameter discovery stage. When the European and American standard charging pile completes the parameter discovery message, the adapter closes the D1 switch, enables the CSS1 signal, and informs the Japanese standard vehicle charging pile to start the charging interaction process.

[0008] The specific implementation steps of step S2 are as follows: When the first CAN message H100, H101, and H102 from the Japanese standard vehicle are received, and the limit parameters of the Japanese standard vehicle are obtained, the adapter saves the limit parameters of the vehicle and fills them into the limit parameters of the charging request message when entering the charging cycle stage and sends them to the European and American standard charging pile. When the adapter receives the parameter discovery response message from the European and American standard charging pile, and obtains the limit parameters of the European and American standard charging pile, the adapter fills the limit parameters of the European and American standard charging pile into the H108 and H109 messages and sends them to the Japanese standard vehicle. When the adapter receives the limit parameters of the European and American standard charging pile, and before sending the insulation detection request message, the CP state is switched from B to C.

[0009] The specific implementation steps of step S3 are as follows: The Japanese standard vehicle closes its own K switch to enable the VCP hard signal and sends vehicle charging permission information through the CAN channel. The Japanese standard vehicle enters the insulation detection stage. The adapter sends an insulation detection request message to the European and American standard charging piles. The European and American standard charging piles also start insulation detection. After the European and American standard charging piles complete the insulation detection or after the insulation detection has been performed for 20 seconds, the adapter closes the D2 switch to enable the CSS2 signal and notifies the Japanese standard vehicle that the insulation detection is complete.

[0010] The beneficial effects of this invention are: After using this adapter, no modifications are required for either European / American standard charging stations or Japanese standard vehicles. The adapter converts the PLC charging communication protocol of European / American standard DC chargers (DIN70121 or ISO15118) to the Japanese standard CHAdeMO CAN charging communication protocol, and converts European / American standard CCS charging gun heads to CHAdeMO Japanese standard gun heads, enabling European / American standard charging stations to charge Japanese standard electric vehicles.

[0011] A DC charging adapter converting European / American standard charging stations to Japanese standard charging stations and its control method are disclosed. Using this DC charging adapter, charging is possible for both European standard DC charging stations directly exported to Japan and Japanese standard original electric vehicles directly imported from Europe and America. This solves both the problem of European / American standard DC charging stations being unable to charge Japanese standard vehicles exported to Japan and the problem of Japanese standard original electric vehicles imported to Europe and America being unable to be charged using European / American standard DC charging stations.

[0012] The DC charging adapter is safe, convenient, and portable. Using the same software version, it is compatible with various brands and protocol versions of Japanese standard electric vehicles and different brands of European and American standard DC charging stations, demonstrating excellent compatibility. Attached Figure Description

[0013] Figure 1 This is a diagram illustrating the application scenario of the European / American standard to Japanese standard charging adapter of this invention; Figure 2 This is a hardware architecture diagram of the adapter of the present invention; Figure 3 This is a circuit diagram of the 18650 battery voltage detection circuit of the present invention; Figure 4 This is a circuit diagram of the d1 and d2 switches of the adapter of the present invention; Figure 5 Timing diagram for charging the adapter. Detailed Implementation

[0014] The preferred embodiments of the invention are given below with reference to the accompanying drawings to illustrate the technical solution of the invention in detail. The corresponding drawings will be provided for detailed explanation of the invention. It should be particularly noted that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit or restrict the invention.

[0015] like Figure 1 As shown, the usage method of the European / American standard to Japanese standard adapter is as follows: Connect the charging gun of the European / American standard charging pile CCSEVSE to the European / American standard charging socket of the adapter, and connect the Japanese standard charging gun of the adapter to the charging socket of the Japanese standard vehicle CHAdeMO EV.

[0016] During charging, one end of the adapter connects to a European / American standard charging station, and the other end connects to a Japanese standard vehicle. When the European / American standard charging station communicates with the adapter via PLC, the adapter acts as the EVCC for the European / American standard vehicle. The adapter internally controls the S2 switch, switching the CP line status from B to C or from C to B according to the European standard charging process. The adapter detects the CP signal duty cycle and communicates with the SECC of the European / American standard charging station via CP and PE using the European standard DIN70121 or ISO15118-2 communication protocol.

[0017] When the Japanese standard vehicle communicates with the adapter via CAN, the adapter acts as a Japanese standard charging station. The adapter controls the closing or opening of switch D1 to output the CSS1 signal; the adapter controls the closing or opening of switch D2 to output the CSS2 signal; the adapter detects the CPD charging port signal and the VCP vehicle charging permission signal. The adapter communicates with the Japanese standard vehicle via CANH and CANL using the Japanese standard CHAdeMO protocol (including versions 0.9, 1.0, 1.01, 1.2, and 2.0).

[0018] The European / American to Japanese standard adapter incorporates both European / American and Japanese standard charging and communication interfaces in its hardware, and also includes an internal DC contactor, allowing for greater flexibility in charging timing matching and control in the software. The software employs the following strategies during matching: The adapter first communicates with the charging piles that meet European and American standards. After the V2G message parameters are discovered, the adapter then starts the charging communication interaction with the Japanese standard vehicle.

[0019] The insulation testing phase of the European standard is synchronized with the insulation testing phase of the Japanese standard.

[0020] In European and American standard charging piles, after the output voltage reaches the vehicle battery voltage during the pre-charging phase, the adapter closes the internal DC contactor.

[0021] The adapter continuously monitors the charging status of the vehicle and the charging station during the charging phase, and immediately terminates charging in case of abnormalities or after normal charging has ended.

[0022] The adapter continuously monitors voltage, current, and power, and the voltage and current of the forwarded requests from Japanese standard vehicles must not exceed the parameter limits of European and American standard charging piles and Japanese standard vehicles.

[0023] I. Hardware Components 1. External interfaces and functional components, such as Figure 2 As shown: CP: The adapter's CP control guide signal, including PWM duty cycle signal detection, CP state B and state C switching, and PLC communication.

[0024] PP: Proximity detection, used to check whether the charging gun head of a European and American standard charging station is plugged in.

[0025] PE: Protective ground interface, used for the ground loop of PLC signals.

[0026] DC+, DC-: High-voltage DC outputs from the charging guns of European and American standard charging piles, DC+ and DC-.

[0027] CSS1: Charging sequence signal 1, a hard signal indicating whether switch d1 is closed or open; CSS2: Charging sequence signal 2, a hard signal indicating whether switch d2 is closed or open; CPD: Connects to the detection signal, used to detect whether the Japanese standard vehicle has the gun inserted.

[0028] VCP: Used to detect whether Japanese standard vehicles are allowed to charge.

[0029] CANH, CANL: CAN communication interface on Japanese standard vehicles.

[0030] USB interface: Connect an external USB flash drive for software upgrades and log downloads.

[0031] Battery interface: Connects to an external 18650 battery to power the adapter, and can automatically charge during the charging process.

[0032] Start / Stop Button Detection: External start and charging stop buttons.

[0033] LED indicator lights: indicate running or stopped status, etc.

[0034] USB interface: Connect an external USB flash drive for software upgrades and log downloads.

[0035] 2. Main internal functional components such as Figure 2 As shown: DC contactor: An internal contactor used in adapters to control the on / off state of the DC circuit in European and American standard charging piles.

[0036] Voltage acquisition module: Used to acquire the battery voltage or charging voltage of JABV vehicles. The adapter acquires the DC+ / DC- voltage at the rear end of the DC contactor (closer to the JABV vehicle).

[0037] DCDC (to 12V): Input voltage range is 200V~1200V, output voltage is 12V. When using DC+ / DC- high voltage output at the charging pile terminal of European and American standards, the DCDC (to 12V) module is used as the power supply for the adapter and the vehicle-side contactor, while the charging chip is used to charge the 18650 battery.

[0038] Boost module: Input voltage range is 2.7V~12V, output voltage is 12V. When the DC+ / DC- high voltage at the charging pile terminal of European and American standards is not output, the boost module is used to boost the voltage of the 18650 battery to 12V, which serves as the power supply for the adapter and the vehicle-side contactor (12V / 2A).

[0039] DCDC(to5V): Switching voltage conversion circuit module. Input voltage 12V, output voltage 5V.

[0040] LDO: Linear Voltage Adapter. Input voltage is 5V, output voltage is 3.3V. Power is supplied to chips such as MCUs.

[0041] S2 Control: Controls the S2 switch circuit module. During charging at European and American standard charging piles, the adapter closes the S2 switch, switching the CP state from B to C; the adapter opens the S2 switch, switching the CP state from C to B.

[0042] PP detection: A circuit module for detecting the PP connection of a European standard charging gun plug.

[0043] D1 switch control: Implemented by the D1 switch control circuit module. When the adapter controls the D1 switch to close, the CSS1 output signal is valid. When the adapter controls the D1 switch to open, the CSS1 output signal is invalid.

[0044] D2 switch control: Implemented by the D2 switch control circuit module. The adapter controls the D2 switch to close, and the output CSS2 signal is valid.

[0045] When switch d2 is turned off, the CSS2 output signal is invalid.

[0046] CPD detection: A circuit module used to detect whether a Japanese standard vehicle has its charging gun plugged in.

[0047] VCP detection: A circuit module used to detect whether a Japanese vehicle is charging.

[0048] MCU: This is the main control chip of the adapter, used to run embedded programs and control the matching of the entire charging process between European and American standard charging piles and Japanese standard vehicle terminals.

[0049] 3.18650 Battery Voltage Detection Circuit Design Before entering the charging phase, the adapter is powered by an 18650 battery installed inside the adapter. Voltage sampling is required to detect the battery voltage and provide a low-voltage warning for the 18650 battery. To reduce leakage current from the 18650 battery through the sampling circuit, a transistor control circuit is used to disconnect the battery from the sampling circuit when voltage sampling is not in progress. Figure 3 As shown, when the 18650 battery voltage needs to be acquired, ADC_BAT_CTRL is set to 1, NPN transistor VT6 is turned on, and PNP transistor VT5 is also turned on. The MCU calculates the current 18650 battery voltage by acquiring the voltage divider on R93 through the AD converter. When the 18650 battery voltage is not acquired, ADC_BAT_CTRL is set to 0, NPN transistor VT6 is not turned on, and PNP transistor VT5 is also turned off. There will be no leakage current through the R20, R93 to GND circuit, thus reducing leakage current.

[0050] 4. Design of the Japanese standard's d1 and d2 switch control circuit According to the JIB CHADEMO protocol, when charging is permitted at the JIB pile terminal, the CSS1 signal is set to a high level of 12V. When the insulation test is completed and the insulation is normal, the JIB pile terminal sets the CSS2 signal to a low level of 0V.

[0051] like Figure 4 The circuit implementation is as follows: When the adapter sets the CSS1_CTRL signal to high, NPN transistor VT7 and PMOS transistor Q1 are turned on, and charging sequence signal 1 (CSS1) is 12V high. When the adapter sets the CSS2_CTRL signal to high, NMOS transistor Q2 is turned on, and charging sequence signal 2 (CSS2) is low (0V). Furthermore, when the Japanese standard vehicle receives a high level for CSS1, a low level for CSS2, and other charging conditions at the European / American standard charging station are met, the Japanese standard vehicle will close its contactor. When charging is complete, the vehicle will open the contactor. A large reverse induced electromotive force is generated at the moment the contactor opens; therefore, a freewheeling diode D6 is added between CSS1 and CSS2 in the circuit design to protect other components.

[0052] II. Software Methods 1. Matching Strategy Because the charging process and timing are completely different between Japanese and European standards, the adapter employs the following strategy for communication timing matching. A control method for a European / American standard to Japanese standard charging adapter specifically includes the following steps: S1, Timing of Communication The adapter first communicates with the charging piles that meet European and American standards. Only after the charging piles have detected the parameters do the adapters begin to communicate with the Japanese standard vehicles to start charging.

[0053] Specifically, the adapter and the SECC of the European and American standard charging pile establish a TCP connection through the SLAC and SDP stages, and then communicate in the V2G message ChargeParameterDiscovery parameter discovery stage. When the European and American standard charging pile completes the ChargeParameterDiscovery message, the adapter closes the d1 switch, enables the CSS1 signal, and informs the Japanese standard vehicle charging pile to start the charging interaction process.

[0054] S2. Obtaining the limiting parameters After receiving the first frame message from the Japanese standard vehicle, the adapter obtains the vehicle's limit parameters, saves them, and fills them into the limit parameters of the CurrentDemandReq charging request message during the charging cycle phase, then sends them to the European / American standard charging station. The adapter updates the vehicle's information in real-time via CAN messages based on the limit parameters received from the European / American standard charging station. Specifically, upon receiving the first CAN messages H100, H101, and H102 from the Japanese standard vehicle and obtaining the vehicle's limit parameters, the adapter saves these parameters (e.g., the maximum charging voltage EVMaximumVoltageLimit). It then fills these parameters into the limit parameters of the CurrentDemandReq charging request message during the charging cycle phase and sends them to the European / American standard charging station. Upon receiving the ChargeParameterDiscoveryRes message from the European / American standard charging station, the adapter obtains the limit parameters and fills them into the H108 and H109 messages before sending them to the Japanese standard vehicle. Upon entering the charging cycle phase, the adapter receives the charging response message from the European and American standard charging piles, obtains the latest limit parameters at the European and American standard charging piles, and updates the limit parameters at the charging piles in the H108 and H109 messages before sending them to the Japanese standard vehicle.

[0055] Before sending the insulation test request message after receiving the European and American pile end parameter discovery message, the adapter switches its state from B to C.

[0056] S3, Synchronization of Insulation Testing Phase The adapter will synchronize the insulation testing phase of the charging pile end (European and American standards) and the vehicle end (Japanese standards) to ensure consistency between the European and American standards and the Japanese standards.

[0057] Specifically, when the Japanese standard vehicle closes its K switch to enable the VCP hard signal and sends "Vehiclechargingenabled" (H'102.5.0) = 1 through the CAN channel, it indicates that the Japanese standard vehicle has entered the insulation detection stage. At this time, the adapter sends an insulation detection request message CableCheckReq to the European and American standard charging piles, and the European and American standard charging piles also begin to perform insulation detection.

[0058] After the insulation test is completed at the European and American standard charging pile or after 20 seconds of insulation test, the adapter closes the D2 switch to enable the CSS2 signal and notify the Japanese standard vehicle that the insulation test is complete.

[0059] S4. Acquisition of precharge voltage The contactor inside the Japanese standard vehicle closes, activating its internal power supply circuit. The adapter obtains the battery voltage from the Japanese standard vehicle via a voltage acquisition module and uses it as the pre-charge voltage for the European and American standard charging piles. Once the pre-charge voltage of the European and American standard charging pile reaches the battery voltage, the adapter closes its internal DC contactor.

[0060] Specifically, when the JABV (Japanese Standard Vehicle) vehicle closes its contactor, and the adapter receives the vehicle status "Vehiclestatus" (H'102.5.3) = 0 from the JABV vehicle, it obtains the vehicle's battery voltage through its internal voltage acquisition module. A voltage greater than 50V is considered valid for obtaining the battery voltage. The adapter uses the vehicle's battery voltage as the pre-charge request voltage and performs pre-charging at the European / American standard charging station. When the pre-charge response message from the European / American standard charging station indicates that the station's output voltage reaches the JABV vehicle's battery voltage, and pre-charging has lasted for 4 seconds, the adapter considers the pre-charging appropriate, closes its internal DC contactor, and sends an energy transfer message to the European / American standard charging station. S5, Entering charging phase When a Japanese standard vehicle sends a charging current request (chargingcurrentrequest) greater than 0A, it enters the charging phase. Upon receiving a charging current request greater than 0A, the adapter will set the chargerstatus flag (H109.5.0=1) and the chargingstopcontrol flag (H109.5.5=0) in the periodically sent CAN messages to the vehicle to 1 within 2 seconds. At this time, if the European / American standard charging station and adapter have not yet entered the charging phase, the output voltage in H108 and H109 will be filled in according to the measured voltage, and the output current will be filled in as 1A. If the European / American standard charging station and adapter have already entered the charging phase, the current output voltage and current in H108 and H109 will be filled in according to the current voltage and current output in the station message.

[0061] S6. Handling charging errors and charging completion If the charging process fails for any reason, the charging will fail. Once the charging phase begins, the adapter will monitor in real time for any abnormal termination signals from the European / American standard charging station and the Japanese standard vehicle, and will promptly terminate the charging process. Voltage, current, and power will be assessed, and the requested voltage and current values ​​transmitted by the adapter to the charging station must not exceed the parameter limits for both European / American standard charging stations and Japanese standard vehicles.

[0062] When charging is complete or an abnormality occurs, the adapter transmits a termination signal from one end to the other. If the termination is initiated by the Japanese standard vehicle, the Japanese standard vehicle sends a CAN signal to the adapter or a hard signal VCP indicating that charging is not allowed. Upon receiving this signal, the adapter sends a termination message to the European / American standard charging pile. If the termination is initiated by the European / American standard charging pile, the European / American standard charging pile sends a PLC signal to the adapter or the CP duty cycle is not 5%. Upon receiving this signal, the adapter sends a termination message to the Japanese standard vehicle.

[0063] 2. Examples of specific methods The software handles the charging sequence for both European / American standard charging stations and Japanese standard vehicles as follows: Figure 5 As shown: 1. Connect the charging station to the European / American standard and plug the adapter into the charging socket of the Japanese standard vehicle.

[0064] 2. The SECC output at the European / American standard charging station has a 100% duty cycle. After detecting the CP status as B, it outputs a 5% duty cycle. 3. The adapter initiates a connection request, interacts with the SECC of the European / American standard charging station, and waits for a successful connection.

[0065] 4. After successful connection, the adapter initiates a protocol handshake request to select whether the subsequent European standard charging protocol is DIN70121 or ISO15118.

[0066] 5. The SECC and adapter of the European and American standard charging pile interact to establish a SessionSetup interaction and establish a communication session.

[0067] 6. For European and American standard charging piles, the SECC and adapter enter the authorization phase through the ServiceDiscovery and PaymentServiceSelection stages. After the authorization phase of the European and American standard charging pile and adapter is completed, the charging parameter discovery phase begins. The parameters in ChargeParameterDiscoveryReq are filled in according to the empirical values ​​of the Japanese standard vehicle side, with a maximum voltage of 500V and a maximum current of 200A.

[0068] 7. Once the parameter discovery phase of the European and American standard charging pile and adapter is completed, the adapter obtains the limit parameters of the European and American standard charging pile, closes the S2 switch, switches from state B to state C, and begins to interact with the CHAdeMO Japanese standard vehicle.

[0069] 8. The adapter's connection proximity detection signal is normal; set switch D1 to ON.

[0070] 9. After the JB (Japanese Standard Vehicle) detects that switch d1 is ON, the JB begins to send CAN communication messages H100, H101, and H102.

[0071] 10. After receiving CAN communication messages H100, H101, and H102, the adapter saves the vehicle-side limit parameters. Based on the limit parameters of the European and American standard charging piles during the parameter discovery phase, it fills in CANIDs as H108 and H109 and sends them to the Japanese standard vehicles.

[0072] 11. After receiving the H108 and H109 messages from the adapter, the Japanese vehicle terminal performs a validity check, sets switch k to ON, and sets the VehicleChargingenable signal in the sent CAN message to 1.

[0073] 12. When the adapter receives a VehicleChargingenable signal of 1 from the Japanese standard vehicle and detects that switch K is ON, the adapter sends a CableCheckReq message to interact with the European and American standard charging pile during the insulation detection phase and starts the insulation detection timing on the Japanese standard vehicle side. If the insulation detection timing of the CHAdeMO starts but less than 20 seconds have passed, and the European and American standard charging pile insulation detection is not yet completed, the internal DC contactor can be closed for 5 seconds or until the European and American standard charging pile insulation is completed; if the European and American standard charging pile insulation detection is completed, the internal DC contactor will not be closed.

[0074] 13. If, within 20 seconds after the adapter starts timing the insulation test on the Japanese standard side, the European / American standard charging pile and adapter have completed the insulation test on the European / American standard charging pile side and the insulation status is OK, then immediately turn switch d2 to ON. If the European / American standard charging pile and adapter have not completed the insulation test on the Japanese standard vehicle side within 20 seconds after the timing starts, then turn switch d2 to ON, and communication between the European / American standard charging pile and adapter will continue.

[0075] 14. When the Japanese vehicle detects that switch d2 is in the ON state, it closes the contactor of the vehicle EV, and the Vehiclestatus signal H102.5.3 in the sent CAN message is set from 1 to 0, indicating that the vehicle-side contactor has been closed.

[0076] 15. When the Japanese standard vehicle sends a charging current request (chargingcurrentrequest) greater than 0A, the Japanese standard vehicle enters the charging phase. The adapter replies with a CAN message containing chargerstatus H109.5.0=1 and chargingstopcontrolH109.5.5=0. At this time, if the European / American standard charging pile and adapter have not yet entered the charging phase, the output voltage in H108 and H109 is filled with the measured voltage, and the output current is filled with 1A. If the European / American standard charging pile and adapter have already entered the charging phase, the current output voltage and current in H108 and H109 are filled with the current voltage and current output in the pile message.

[0077] 16. Simultaneously with steps 15 and 16, if the insulation test of the European / American standard charging station and adapter is completed, the adapter will turn switch d2 ON. Upon detecting that the Vehiclestatus signal H102.5.3 has changed from 1 to 0, indicating that the contactor at the vehicle end has been closed, the adapter's internal voltage detection device will begin measuring the vehicle-end battery voltage. If the measured voltage is greater than or equal to 50V, the vehicle-end voltage is considered reasonable. The European / American standard charging station and adapter will then enter the pre-charging phase. The adapter will send a PreChargeReq to the European / American standard charging station using the vehicle-end battery voltage as the pre-charging request voltage, with a pre-charging request current of 1A.

[0078] 17. When the output voltage of the European / American standard charging pile reaches within 10V of the battery voltage difference of the Japanese standard vehicle, the adapter considers the European standard pre-charging complete and closes the internal contactor. The adapter sends a PowerDeliveryReq to the European / American standard charging pile. If the European / American standard charging pile replies with a response code of OK in the PowerDeliveryRes message, the adapter begins sending CurrentDemandReq messages and receiving CurrentDemandRes messages from the European / American standard charging pile to enter the charging phase.

[0079] 18. During the charging phase, the adapter monitors in real time for: abnormal termination signals from European / American standard charging piles and Japanese standard vehicle terminals; CP duty cycle not exceeding 5%; CP status not in C state; normal termination signal (NormalChargingStop) from the vehicle terminal; and termination request signal (ChargingStopRequest) from the charging pile terminal. If any of the above conditions are met or a corresponding signal is received, a termination signal is sent to the Japanese standard vehicle terminal, and the charging process is terminated. For Japanese standard vehicles, real-time monitoring includes: termination request signal from the charging pile terminal or abnormal termination request signal from the charging pile terminal; if the battery is fully charged or there is an abnormal situation on the vehicle terminal requiring termination; in this case, a termination signal is sent to the adapter, and the charging process is terminated.

[0080] 19. During the charging stop phase, taking the termination of charging initiated by the Japanese standard vehicle as an example, the Japanese standard vehicle sends the CAN signal vehiclechargingenabled=0, i.e., H102.5.0=0. Upon receiving this, the adapter sends a PowerDeliveryReq message to the European / American standard charging station, where the parameter readytocharge is 0. After receiving PowerDeliveryReq, the adapter disconnects the S2 switch, changes the CP status from C to B, and sends the CAN signal chargingstopcontrolH109.5.5=1 to the vehicle. Upon receiving H109.5.5=1, the vehicle sets switch k to OFF. After the adapter and the European / American standard charging station exchange PowerDelivery, WeldingDetection, and SessionStop phase messages to terminate the session, the adapter sends the CAN signal chargerstatusH109.5.0=0 to the vehicle.

[0081] 20. When the vehicle receives the CAN signal chargerstatusH109.5.0=0 from the adapter, it disconnects the vehicle-side contactor and sends the CAN signal VehiclestatusH102.5.3=1, indicating that the contactor is disconnected. When the adapter receives the CAN signal VehiclestatusH102.5.3=1, it sets switch d2 to OFF and switch d1 to OFF. Then it sends the CAN signal energizingstateH109.5.2=0, indicating that the power-on state is 0.

[0082] 21. The vehicle terminates the transmission of CAN messages H100, H101, and H102, and the adapter terminates the transmission of CAN messages H108 and H109, ​​thus ending the charging process. If the charging is terminated by the charging pile terminal in accordance with European and American standards, refer to steps 18 and 19 to end the charging process.

[0083] The above are merely preferred embodiments of the present invention and are not intended to limit or restrict the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection declared by the present invention.

Claims

1. A charging adapter for converting European / American standards to Japanese standards, characterized in that, include: The PE signal interface is used for the protective ground interface and the ground loop for PLC signals. The CP signal interface is used for PWM duty cycle signal detection, CP state B and CP state C switching, and communication with the PLC of European and American standard charging piles. PP signal interface, used for proximity detection, to detect whether the charging gun head of the European and American standard charging pile is plugged in; When switch d1 is closed, the output CSS1 signal is valid; when it is open, the output CSS1 signal is invalid. When switch d2 is closed, the output CSS2 signal is valid; when it is open, the output CSS2 signal is invalid. CANH and CANL signal interfaces are used for CAN communication with Japanese standard vehicles; The CSS1 signal interface is used to output the CSS1 signal to the Japanese standard vehicle. The CSS2 signal interface is used to output CSS2 signals to the Japanese standard vehicle. The CPD signal interface is used to detect whether the Japanese standard vehicle has its gun inserted. The VCP signal interface is used to detect whether charging is permitted for Japanese standard vehicles; DC+ and DC- interfaces are used for the high-voltage DC output of charging guns in European and American standard charging piles; DC contactor, used to control the DC switching of European and American standard charging piles; The voltage acquisition module is used to acquire the battery voltage or charging voltage of Japanese standard vehicles.

2. The control method for a European / American standard to Japanese standard charging adapter as described in claim 1, characterized in that: Includes the following steps: S1. The adapter first communicates with the European and American standard charging piles via PLC. Only after the European and American standard charging piles have detected the end parameters will the adapter start to communicate with the Japanese standard vehicle for charging. S2. After receiving the first frame message from the Japanese standard vehicle, the adapter obtains the limit parameters of the Japanese standard vehicle, saves the vehicle limit parameters, and fills them into the limit parameters of the charging request message when entering the charging cycle stage and sends them to the European and American standard charging pile. The adapter will update the Japanese standard vehicle in real time through CAN messages according to the limit parameters received from the European and American standard charging pile. S3. The adapter synchronously performs insulation testing on both European and American standard charging pile terminals and Japanese standard vehicle terminals. S4. The contactor inside the Japanese standard vehicle closes to make its internal charging circuit conduct. The adapter obtains the battery voltage of the Japanese standard vehicle through the voltage acquisition module and uses it as the pre-charging voltage of the European and American standard charging pile. After the pre-charging voltage of the European and American standard charging pile reaches the battery voltage, the adapter closes the internal DC contactor. S5. When the Japanese standard vehicle sends a charging current request greater than 0A, the Japanese standard vehicle enters the charging stage. After receiving the charging current request greater than 0A, the adapter will set the charger status flag, which is periodically sent to the Japanese standard vehicle's CAN message, to 1 and the charging stop control flag to 0 within 2 seconds. If the European and American standard charging pile and adapter have not entered the charging stage, the output voltage in H108 and H109 should be filled in according to the measured voltage, and the output current should be filled in as 1A. If the European and American standard charging pile and adapter have entered the charging stage, the current output voltage and output current in H108 and H109 should be filled in according to the current voltage and current output in the pile message. S6. When charging is complete or abnormal, if the termination of charging is initiated by the Japanese standard vehicle, the Japanese standard vehicle sends a CAN signal to the adapter or a VCP hard signal to disallow charging. After receiving the signal, the adapter sends a termination message to the European and American standard charging pile. If the termination of charging is initiated by the European and American standard charging pile, the European and American standard charging pile sends a PLC signal to the adapter or outputs a duty cycle of non-5%. After receiving the signal, the adapter sends a termination message to the Japanese standard vehicle.

3. The control method for a European / American standard to Japanese standard charging adapter as described in claim 2, characterized in that: The specific implementation steps of step S1 are as follows: the adapter and the SECC of the European and American standard charging pile establish a TCP connection through the SLAC and SDP stages, and then communicate in the V2G message parameter discovery stage. When the European and American standard charging pile completes the parameter discovery message, the adapter closes the d1 switch, enables the CSS1 signal, and informs the Japanese standard vehicle charging pile to start the charging interaction process.

4. The control method for a European / American standard to Japanese standard charging adapter as described in claim 2, characterized in that: The specific implementation steps of step S2 are as follows: When the first CAN message H100, H101, and H102 from the Japanese standard vehicle are received, and the limit parameters of the Japanese standard vehicle are obtained, the adapter saves the limit parameters of the vehicle and fills them into the limit parameters of the charging request message when entering the charging cycle stage and sends them to the European and American standard charging pile. The adapter fills the limit parameters of the European and American standard charging pile into the H108 and H109 messages and sends them to the Japanese standard vehicle. Upon entering the charging cycle phase, the adapter receives the charging response message from the European and American standard charging piles, obtains the latest limit parameters at the European and American standard charging piles, and updates the limit parameters at the charging piles in the H108 and H109 messages before sending them to the Japanese standard vehicle. When the adapter receives the limit parameters from the European and American standard charging pile, and before sending the insulation detection request message, the adapter closes the S2 switch and switches the CP state from B to C.

5. The control method for a European / American standard to Japanese standard charging adapter as described in claim 2, characterized in that: The specific implementation steps of step S3 are as follows: The Japanese standard vehicle closes its own K switch to enable the VCP hard signal and sends vehicle charging permission information through the CAN channel. The Japanese standard vehicle enters the insulation detection stage. The adapter sends an insulation detection request message to the European and American standard charging piles. The European and American standard charging piles also start insulation detection. After the European and American standard charging piles complete the insulation detection or after the insulation detection has been performed for 20 seconds, the adapter closes the d2 switch to enable the CSS2 signal and notifies the Japanese standard vehicle that the insulation detection is complete.

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