A method for saving the charging process of a DC contactor of an OCN adapter

Abstract

The application relates to the technical field of electric vehicle charging adaptation, and discloses a charging process method for saving a DC contactor of a Europe-to-China adapter, which is applied to the adapter; the method comprises the following steps: starting China standard communication after detecting a Europe standard charging pile starting signal; sending a preset required voltage parameter to maintain communication when the Europe standard enters a pre-charging stage; continuously issuing a CRO00 message to lock the vehicle contactor state before receiving a China standard vehicle BROAA message; updating the Europe standard pre-charging requirement after obtaining a real battery voltage parameter; after determining that the Europe standard charging pile output voltage reaches the real parameter and enters an energy output stage, switching to issue a CROAA message to trigger the China standard vehicle to close the contactor to charge, and meanwhile, the adapter sends the current battery voltage of the China standard vehicle to the Europe standard charging pile to make the Europe standard pile adjust and output according to the current battery voltage of the China standard vehicle, so that the whole charging process is completely established. The application delays the closing time of the vehicle contactor by intercepting and reconstructing the communication time sequence, avoids insulation detection conflicts, saves the built-in DC contactor in the adapter in the physical aspect, and reduces the hardware cost and system heat generation.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle charging adaptation technology, specifically a charging process method that eliminates the need for a European to Chinese adapter DC contactor. Background Technology

[0002] With the development of the global new energy vehicle market, different countries and regions have adopted different charging interface standards. When electric vehicles are used across regions, they usually need to be adapted for charging via adapters. In the application scenario of charging Chinese standard vehicles with European standard charging piles, existing European to Chinese standard adapters are usually equipped with a main control communication board and hardware DC contactors to communicate with both European standard charging piles and Chinese standard vehicles using charging protocols and to control the on / off state of the high-voltage circuit.

[0003] Existing Euro-to-Chinese charging adapters exhibit a conflict between underlying communication timing and physical execution during actual operation. When a user plugs the adapter into a Chinese-standard vehicle and powers it on, the adapter directly wakes up the vehicle. Communication on the Chinese-standard vehicle side proceeds smoothly until the charging phase begins, at which point the vehicle's internal DC contactor closes to output high-voltage battery power. Since the startup and communication establishment time of a Euro-standard charging station is typically later than that of a Chinese-standard vehicle, by the time the Euro-standard charging station reaches the pre-charging and insulation detection stages, the Chinese-standard vehicle is already in a high-voltage output state. If there is no physical isolation in the high-voltage circuit within the adapter, the Euro-standard charging station, during insulation detection, will detect the prematurely output high-voltage battery power from the Chinese-standard vehicle, thus determining an insulation fault or abnormal energization in the current charging circuit, and actively interrupting the charging process, leading to charging failure.

[0004] To avoid insulation detection conflicts caused by communication timing misalignment, current adapter products on the market must use a physical DC contactor connected in series on the internal high-voltage direct-through line for high-voltage isolation. Only after the European standard charging pile completes insulation testing and normally enters the energy output stage will the adapter close the internal DC contactor conduction circuit. This solution, which heavily relies on hardware contactors for timing isolation, increases the adapter's material cost and assembly size. Simultaneously, the contact resistance of the high-capacity DC contactor and the continuous heat generated by the drive coil during prolonged high-power charging not only increase the temperature rise within the adapter's sealed cavity but also increase the risk of system malfunctions due to mechanical contact adhesion or fatigue. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a charging process method that eliminates the need for a DC contactor in the European-to-Chinese converter. This solves the problem that existing European-to-Chinese converters require a built-in DC contactor to avoid conflicts in the insulation detection of European standard piles due to communication timing misalignment, resulting in high equipment hardware costs, high heat generation, and reduced operational reliability.

[0006] To achieve the above objectives, the present invention provides a charging process method that eliminates the need for a European-to-Chinese adapter DC contactor, applicable to adapter systems, comprising the following steps: The system detects the start signal output by the European standard charging pile, outputs the working voltage upon receiving the start signal, and initiates the national standard communication process. Establish a European standard communication process with the European standard charging pile. When the European standard communication process enters the pre-charging stage, send a pre-charging request message carrying preset required voltage parameters to the European standard charging pile. In the national standard communication process, monitor the BROAA message sent by the national standard vehicle, and continuously send CRO00 messages to the national standard vehicle before receiving the BROAA message; Upon receiving the BROAA message, the actual vehicle battery voltage parameters are obtained, and a pre-charge request message carrying the actual vehicle battery voltage parameters is sent to the European standard charging pile, replacing the pre-charge request message carrying the preset demand voltage parameters. Monitor the output voltage parameters of the European standard charging pile, and when it is determined that the output voltage parameters of the European standard charging pile reach the actual vehicle battery voltage parameters and the European standard charging pile enters the energy output stage, switch to sending a CROAA message to the national standard vehicle. The CROAA message triggers the closure of the DC contactor on the vehicle end of the Chinese standard vehicle, establishing a complete conductive circuit so that the European standard charging pile can start charging the Chinese standard vehicle.

[0007] As a further improvement of the present invention, the adapter system includes a main control module, a boost module, a national standard communication module, and a PWM detection module. After the adapter system completes physical connection with the European standard charging pile and the national standard vehicle, the main control module controls the boost module to remain in a sleep state, cuts off the auxiliary power output to the national standard vehicle, and puts the national standard communication module in a communication disabled state. The PWM detection module collects the pulse width modulation signal sent by the European standard charging pile in real time, and obtains the single-cycle duration of the signal and the duration of the high level within the single cycle. After determining that the single-cycle duration of the signal is greater than a preset effective time threshold to prevent software overflow anomalies, the main control module calculates the signal frequency and signal duty cycle of the pulse width modulation signal, where the signal frequency is the reciprocal of the single-cycle duration of the signal, and the signal duty cycle is the ratio of the duration of the high level to the single-cycle duration of the signal. When it is determined that the signal frequency is within a preset frequency range and the signal duty cycle is within a preset duty cycle range, a valid start signal is received, and a start trigger signal is output to the main control module. This triggering mechanism causes the wake-up time of vehicles meeting Chinese standards to lag behind the establishment time of communication with European standards.

[0008] As a further improvement of the present invention, when the European standard communication process enters the pre-charging stage, the main control module polls the battery parameter setting progress of the national standard vehicle through the national standard communication module. When it is determined that the European standard charging pile has entered the pre-charging stage and the national standard vehicle has not sent a setting message containing the actual vehicle battery parameters, the main control module calls a pre-fixed safety voltage constant as the preset required voltage parameter, and maps the preset required voltage parameter into the pre-charging requirement message data field of the European standard application layer to complete message encapsulation and send it to the European standard charging pile. By using a fixed safety voltage constant to replace the control logic with the missing actual voltage parameter, the state machine operation of the European standard charging pile is maintained, preventing the charging process from being interrupted due to communication timeout.

[0009] As a further improvement of the present invention, the main control module sets a forced blocking mechanism for conventional protocol stack responses in its internal logic unit. Before receiving the BROAA message, the main control module sets the bit position of its internal data field to a characteristic constant representing in readiness, forcibly generates the CRO00 message, and continuously broadcasts it at a fixed period, locking the DC contactor inside the national standard vehicle in the open state. Before obtaining the actual vehicle battery voltage parameters and sending the pre-charge request message carrying the actual vehicle battery voltage parameters to the European standard charging pile to replace the preset demand voltage parameters, when the main control module successfully parses the BROAA message sent by the national standard vehicle, it suspends the automatic confirmation thread of the protocol stack, intercepts the CROAA message generation instruction from the software layer, and calls the abnormal state intervention program. The main control module reads the underlying data at the specified byte position of the BROAA message, converts the digital message identifier transmitted by the vehicle's underlying network into a physical voltage analog quantity reflecting the current state of charge of the vehicle's power battery, and obtains the actual vehicle battery voltage parameters.

[0010] As a further improvement of the present invention, the main control module extracts the real-time output voltage parameters of the European standard charging pile from the status response message issued by the European standard charging pile, and adds timestamps to the output voltage parameters and the actual vehicle battery voltage parameters through an internal timer to eliminate expired data and keep the voltage parameters on both sides participating in the judgment within the same effective time window. The main control module calculates the absolute value of the difference between the real-time output voltage parameters and the actual vehicle battery voltage parameters, and simultaneously verifies the working mode digital flag bit in the status response message. When it is determined that the absolute value of the difference is less than or equal to a preset safe voltage difference threshold of 5V to 10V, and the working mode digital flag bit is parsed to clearly indicate that the European standard charging pile has ended pre-charging and entered the energy output stage, it is comprehensively confirmed that the physical high-voltage contactor on the European standard side has been safely closed.

[0011] As a further improvement of the present invention, the step of triggering the Chinese standard vehicle to close the vehicle-side DC contactor via the CROAA message to establish a complete conductive circuit so that the European standard charging pile can start charging the Chinese standard vehicle includes: sending the CROAA message to the Chinese standard vehicle, triggering the battery management system inside the Chinese standard vehicle to output a drive level, and controlling the vehicle-side DC contactor to close under micro-voltage difference conditions. The main control module extracts the real-time demand voltage and demand current parameters from the battery charging demand messages periodically sent by the Chinese standard vehicle, re-encapsulates the above parameters into a dynamic energy transfer command under the European standard communication protocol, and sends it to the European standard charging pile, triggering the European standard charging pile to perform power conversion regulation and output DC high-voltage power to the Chinese standard vehicle.

[0012] This invention provides a charging method that eliminates the need for a European-to-Chinese adapter and DC contactor. It offers the following advantages: 1. The main control module of this invention continuously sends out unready messages to the national standard vehicle, postponing the closing action of the DC contactor at the vehicle end until the European standard charging pile completes the insulation test. This communication timing reconstruction mechanism achieves effective isolation of the battery high voltage at the software level, avoiding the insulation test conflict of the European standard charging pile. Thus, in terms of physical structure, the DC contactor and its drive circuit inside the adapter are completely eliminated, reducing the hardware cost and assembly volume of the equipment.

[0013] 2. This invention eliminates the DC contactor inside the adapter, allowing the high-voltage circuit between the European standard charging pile and the national standard vehicle to be directly connected through a straight-through wire. This simplified physical structure eliminates the contact resistance generated by the traditional contactor contacts and the power consumption during the operation of the drive coil, eliminates the heat source in the sealed cavity of the adapter, and reduces the overall temperature rise of the system under high-current charging conditions.

[0014] 3. The high-voltage transmission circuit of the adapter of the present invention does not contain mechanical moving switch components. This straight-through design without mechanical parts eliminates the risk of hardware failure caused by high temperature adhesion of contacts, arc erosion or mechanical fatigue, and improves the long-term operational reliability and service life of the adapter in high-frequency use environment. Attached Figure Description

[0015] Figure 1 This is an overall flowchart of a charging process method that omits the European to Chinese adapter DC contactor in one embodiment. Figure 2 A flowchart of a charging process method that omits the European to Chinese adapter DC contactor in another embodiment; Figure 3 This is yet another flowchart of a charging process method that omits the European-to-Chinese adapter DC contactor in another embodiment. Figure 4This is yet another flowchart of a charging process method that omits the European-to-Chinese adapter DC contactor in another embodiment. Figure 5 This is yet another flowchart of a charging process method that omits the European-to-Chinese adapter DC contactor in another embodiment. Figure 6 This is yet another flowchart of a charging process method that omits the European-to-Chinese adapter DC contactor in another embodiment. Figure 7 This is yet another flowchart of a charging process method that omits the European-to-Chinese adapter DC contactor in another embodiment. Figure 8 This is a flowchart illustrating the overall charging process of the present invention. Figure 9 This is a timing interaction diagram of the three-party communication protocol of the present invention.

[0016] Figure 10 This is a schematic diagram of the adapter structure of the present invention; Figure 11 This is a topology diagram of the adapter system of the present invention; Figure 12 This is an interactive diagram of the Chinese standard vehicle and the European standard charging pile of the present invention; Figure 1: Adapter system. Detailed Implementation

[0017] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] Please see Figure 1 and 12 This invention provides a charging process system that eliminates the need for a European-to-Chinese standard DC contactor adapter. The adapter system 1 connects a European standard charging pile to a Chinese standard vehicle and includes a main control module, a PWM detection module, a European standard communication module, a Chinese standard communication module, and a boost module. The high-voltage output terminal of the European standard charging pile is directly connected to the high-voltage input terminal of the Chinese standard vehicle via a straight-through wire inside the adapter system 1. No DC contactor hardware or corresponding drive circuit is installed on the high-voltage circuit inside the adapter system 1.

[0019] See attached document Figure 1 To be continued Figure 12 This invention provides a charging process method that eliminates the need for a European to Chinese adapter DC contactor, comprising the following steps: S100 uses a PWM detection module to detect the start signal output by the European standard charging pile. After receiving the start signal, it controls the boost module to output the working voltage and enables the national standard communication module to start the national standard communication process. S200 uses the European standard communication module to enter the European standard communication process. When the European standard communication process enters the pre-charging stage, it sends a pre-charging demand message carrying preset demand voltage parameters to the European standard charging pile. S300 monitors the BROAA message sent by the national standard vehicle in the national standard communication process. Before receiving the BROAA message, it continuously sends CRO00 messages to the national standard vehicle through the national standard communication module. The CRO00 message is used to indicate that the simulated pile end is not ready. After receiving the BROAA message from the Chinese standard vehicle, the S400 obtains the actual vehicle battery voltage parameters and sends a pre-charge request message carrying the actual vehicle battery voltage parameters to the European standard charging station to replace the preset demand voltage parameters. S500 monitors the output voltage parameters of the European standard charging pile. When it is determined that the output voltage parameters of the European standard charging pile reach the actual vehicle battery voltage parameters and the European standard charging pile enters the energy output stage, the message sent to the national standard vehicle will be switched to the CROAA message. The CROAA message is used to indicate that the simulated charging pile is ready. S600: After receiving the CROAA message, the Chinese standard vehicle closes the DC contactor at the vehicle end, and the European standard charging pile begins to charge the Chinese standard vehicle.

[0020] The above charging process method utilizes the main control module to reconstruct the message interaction timing between the European standard communication module and the Chinese standard communication module. During the initial wake-up phase, after the user inserts adapter system 1 into the Chinese standard vehicle charging base and presses the start button for adapter system 1, the main control module maintains the boost module in a dormant state and temporarily does not output 12V auxiliary power. Adapter system 1 then enters a state of waiting for the European standard charging pile start signal.

[0021] When a user initiates charging at a European standard charging station, the station sends a pulse-width modulation (PWM) start signal. The PWM detection module receives this signal and feeds it back to the main control module. Based on this, the main control module sends a control command to the boost module, which then outputs 12V auxiliary power to the Chinese standard vehicle, initiating its own communication. This triggering mechanism causes the wake-up time of the Chinese standard vehicle to lag behind the establishment time of the European standard communication.

[0022] When the European standard communication reaches the pre-charging stage, since the Chinese standard vehicle has not yet completed the handshake for setting battery parameters, the main control module reports virtual preset required voltage parameters to the European standard charging pile. This operation maintains the state machine operation of the European standard charging pile to prevent the charging process from being interrupted due to communication timeout.

[0023] The main control module intervenes in the state machine operation process of the national standard vehicle through the national standard communication module. After the national standard vehicle sends a BROAA message containing battery status information, the main control module does not immediately reply with an acknowledgment message as per the conventional protocol, but instead forcibly and continuously sends CRO00 messages. This intervention step locks the state process of the national standard vehicle, preventing it from entering the charging phase.

[0024] During the state lockout, the main control module corrects the required voltage on the European standard communication side to the actual vehicle battery voltage parameters. The European standard charging pile completes insulation testing and closes the internal contactor based on the actual vehicle battery voltage parameters. At this time, the main control module releases the state lockout for the Chinese standard vehicle and sends a CROAA message.

[0025] This method postpones the closing action of the DC contactor at the Chinese standard vehicle end until after the European standard charging pile completes its insulation test. This mechanism isolates the high voltage output from the battery at the Chinese standard vehicle end from an electrical topology perspective, enabling the adapter system 1 to meet the circuit voltage requirements of the European standard charging pile during the insulation test window without eliminating the internal DC contactor.

[0026] Please see Figure 1 and Figure 2 In this embodiment, during the execution of step S100 to achieve initial communication timing alignment, to solve the timing misalignment problem caused by the conventional adapter system 1 waking up the national standard vehicle upon power-up, this invention adopts control logic that uses the start signal of the European standard charging pile as a precondition for waking up the national standard vehicle side. The specific steps can be further divided into the following sub-steps: S101, after the adapter system 1 completes the physical connection with the European standard charging pile and the Chinese standard vehicle, the main control module controls the boost module to remain in a sleep state, cuts off the auxiliary power output to the Chinese standard vehicle, and disables the communication of the Chinese standard communication module. The physical connection here includes the connection of the adapter system 1 with the control and status leads on the European standard charging pile side, and the connection with the low-voltage auxiliary power supply pins on the Chinese standard vehicle side. The sleep state means that the main control module does not output drive signals to the boost module, so that the boost module does not perform voltage conversion. During this stage, the adapter system 1 is in a listening state waiting for the European standard charging pile to initiate a response.

[0027] S102, based on the aforementioned monitoring state, the system needs to perform feature extraction and validity identification on the introduced external signals. The PWM detection module acquires the pulse width modulation signal sent by the European standard charging pile in real time through the control guide, and outputs a start trigger signal to the main control module when it identifies a pulse width modulation signal that meets the preset characteristics. After the user triggers the start operation, the European standard charging pile will output a pulse signal with specific parameters through the control guide. Specifically, when the main control module determines the signal frequency... Within a preset frequency range of 1000Hz ± 5%, and the signal duty cycle is determined. A valid European standard charging pile start signal is only considered received when the signal is within a preset duty cycle range of 5%±1%. For the specific signal sampling and filtering anti-interference processing of the PWM signal, those skilled in the art can use an operational amplifier comparator combined with a resistor-capacitor filter circuit. The specific circuit structure is well-known in the field and will not be elaborated upon here.

[0028] S103: Upon receiving the start-up trigger signal, the main control module sends a voltage enable command to the boost module, driving it to convert its internal power supply voltage to a 12V operating voltage and output it to the low-voltage auxiliary power interface of the national standard vehicle. The aforementioned boost module is a DC-DC boost converter circuit. To ensure the downstream vehicle controller is not affected by voltage surges, the main control module dynamically adjusts the switching transistors of the boost module through an output pulse-width modulation (PWM) drive signal to maintain a constant 12V output. Upon receiving this 12V operating voltage, the national standard vehicle's internal battery management system and related control nodes are powered and awakened from sleep mode. This power supply logic, passively triggered by a European standard side signal, avoids the national standard vehicle from unilaterally accelerating the charging process due to premature power reception, based on physical causality and timing.

[0029] S104: Simultaneously with or after a preset delay, when the boost module outputs a 12V operating voltage, the main control module sends a communication enable command to the national standard communication module, initiating the national standard controller area network (CLAN) communication process. The aforementioned national standard communication module includes a CLAN transceiver. Specifically, the communication enable command sets the control pin of the transceiver to an active level. After national standard communication is initiated, adapter system 1, acting as a simulated charging pile node, begins exchanging charging handshake messages with the battery management system of the national standard vehicle. Through this logic, the wake-up action of the national standard vehicle is forcibly bound to the start-up of the European standard charging pile, ensuring strict alignment of the communication protocol timings on both sides in the initial stage.

[0030] Please see Figure 1 and Figure 3 In this embodiment, after the initial communication wake-up is completed, the data interaction links between the European standard end and the Chinese standard end will proceed in parallel according to their respective underlying protocols. Since there is a natural physical time difference in the system handshake cycles of the two, to solve the charging interruption fault caused by this disconnection problem, this invention provides a control strategy to inject virtual voltage parameters during the pre-charging stage to maintain communication. This step S200 can be further divided into the following sub-steps: S201 utilizes the European standard communication module to perform low-level data link layer matching and high-level protocol negotiation with the European standard charging pile. The European standard communication module establishes a physical connection through the power line carrier channel and sequentially completes signal level attenuation characteristic matching and service discovery logic. Based on the above link architecture, the main control module parses the European standard application layer interaction messages in real time to monitor whether the state machine of the European standard charging pile has entered the pre-charging stage.

[0031] In S202, during the time cycle of the European standard state machine's forward evolution, the main control module polls the battery parameter setting progress of the Chinese standard vehicle via the Chinese standard communication module. Considering that the two-sided communication networks belong to independent asynchronous protocol stacks, the main control module establishes a unified global clock reference in its internal scheduler. The main control module uses this global clock to bind the received European standard status identifier and the Chinese standard message flag in real time, thereby establishing a hard real-time alignment mechanism for multi-source data. Based on this alignment logic, when the main control module determines that the European standard charging pile has entered the pre-charging stage, while the simultaneously bound Chinese standard side status indicates that a setting message containing the actual vehicle battery parameters has not yet been issued, the system confirms that it is in a state of communication data disconnection. Without external intervention, the European standard charging pile will trigger a handshake response timeout mechanism due to its failure to obtain the required voltage command in time, thereby actively interrupting the current charging process.

[0032] S203, to avoid the aforementioned communication interruption, when the main control module determines that valid data on the national standard side is missing, it actively generates a preset required voltage parameter to maintain the link activity on the European standard side. Regarding the generation mechanism of the preset required voltage parameter, the main control module does not rely on complex dynamic calculations, but directly calls a pre-fixed safety voltage constant from its internal read-only memory area as the output value. This safety voltage constant is set to 300V. The physical reason for choosing this specific fixed value as the input parameter is twofold: firstly, a potential of 300V can stably exceed the minimum start-up threshold of the underlying hardware of most commercially available European standard charging piles, allowing the European standard charging pile to determine that the current pre-charging circuit is in the valid detection range; secondly, this value is far below the rated high-voltage warning line of conventional new energy vehicle power batteries, thus physically preventing the European standard charging pile from blindly outputting excessively high voltage and causing overvoltage stress damage to the internal components of the adapter system 1 and subsequent high-voltage electrical nodes of the vehicle. This control logic, which uses a static safety scalar to replace the dynamically missing variable, can forcibly maintain the normal operation of the European standard state machine during the communication blind zone period when real closed-loop data feedback is missing.

[0033] In step S204, the main control module transmits the acquired preset required voltage parameters to the underlying European standard communication module. The European standard communication module maps these preset required voltage parameters into the precharge request message data field of the application layer and completes message encapsulation using a cyclic redundancy check algorithm. For the specific encoding rules and packet structure of the message data link layer, those skilled in the art can set them according to the conventional new energy charging standard protocol framework; the encapsulation rules are well-known in the field and will not be elaborated here. After receiving the precharge request message carrying the preset required voltage parameters, the European standard charging pile will output the corresponding precharge test voltage according to the instructions. This intervention step provides the adapter system with a time buffer while waiting for the national standard vehicle to complete the subsequent handshake settings.

[0034] Please see Figure 1 and Figure 4 In this embodiment, after maintaining the operation of the European standard pre-charging link, the control logic shifts to software intervention for the high-voltage closing action of the Chinese standard vehicle. Based on the conventional new energy charging standard protocol, after a Chinese standard vehicle sends a status ready message, if it receives a ready confirmation from the simulated charging pile, it will trigger the closing of its internal high-voltage DC contactor. To prevent the battery high voltage from being directly output to the European standard charging pile that has not yet completed insulation testing, this invention provides a Chinese standard message interception and status locking mechanism. This step S300 can be further divided into the following sub-steps: S301, the main control module parses the data frame sequence reported by the national standard vehicle battery management system in real time through the controller area network channel of the national standard communication module. The main control module extracts the message identifier at the data link layer and monitors the BROAA message that represents the vehicle's charging ready status. For the underlying message parsing and feature bit extraction of the controller area network data frames, those skilled in the art can set it according to the conventional bus protocol standard. The message decoding process is a well-known technology in the field and will not be described in detail here.

[0035] S302, based on the aforementioned protocol interaction mechanism, the main control module incorporates a forced blocking mechanism for conventional protocol stack responses within its internal logic unit. During monitoring, if a BROAA message has not yet been received, the main control module, according to the protocol specifications, sends a CRO00 message indicating that the simulated pile is not ready. When the main control module successfully parses the BROAA message sent by the national standard vehicle, according to the conventional communication response logic, the underlying protocol stack should immediately generate and reply with a CROAA message to confirm the pile's readiness. To sever the physical causal link that directly induces the closure of the vehicle's high-voltage circuit, the main control module suspends the protocol stack's automatic confirmation thread, intercepts the CROAA message generation instruction from the software layer, and calls the abnormal state intervention program.

[0036] S303, during the execution of the abnormal state intervention procedure, the main control module continues to set specific bits in the internal data field to characteristic constants representing in readiness, forcibly generating a CRO00 message. The physical meaning of this data bit operation is that it replaces the confirmation handshake signal that should be sent with a data frame that is specifically set to zero in the underlying data field. By spoofing the current readiness progress of the simulated pile, it changes the safety judgment logic of the receiving end battery management system for the external environment.

[0037] S304, the main control module continuously sends the generated CRO00 message to the national standard vehicle network via the national standard communication module. The main control module continuously broadcasts this unready state data frame at a fixed period of 10 to 50 milliseconds. The physical basis for choosing this specific broadcast period is to ensure that the national standard vehicle continuously obtains the status maintenance signal while avoiding triggering the vehicle's underlying communication timeout and disconnection protection due to excessively long transmission intervals. After receiving the CRO00 message, the battery management system of the national standard vehicle determines that the external power supply has not yet met the safety conditions for energy transmission, and its internal state process enters a controlled waiting loop. This message interception control strategy locks the DC contactor inside the national standard vehicle in the open state at the drive signal level, ensuring the safe isolation of the subsequent insulation testing environment on the European standard side without adding additional physical isolation devices.

[0038] Please see Figure 1 and Figure 5 In this embodiment, while locking the high-voltage closing action of the national standard vehicle, the system needs to synchronize the actual vehicle demand parameters across the protocol stack to the European standard side to advance the insulation detection process of the European standard charging pile. This step S400 can be further divided into the following sub-steps: In step S401, after receiving and confirming the validity of the BROAA message issued by the national standard vehicle, the main control module calls the underlying parsing routine to extract feature bits from the data field of the message. For obtaining the actual vehicle battery voltage parameters, the main control module reads the underlying data at a specified byte position in the message and, according to the national standard communication protocol specifications, converts the digital message identifier transmitted by the vehicle's underlying network into an analog physical voltage value reflecting the current state of charge of the vehicle's power battery. This data conversion operation extracts a precise and unique potential reference value for subsequent parameter pass-through across the network communication protocol stack. The specific mapping rules and conversion logic from the underlying data to the physical voltage value can be decoded and set by those skilled in the art based on conventional new energy charging standard protocols; the specific process is well-known in the field and will not be elaborated here.

[0039] S402, based on the above data parsing results, the main control module updates the precharge demand control quantity in the shared data area of ​​its internal memory. Specifically, the main control module cancels the virtual preset demand voltage parameter set in step S200, and in the next transmission cycle for the European standard communication module, writes the actual vehicle battery voltage parameter into the precharge request message data field of the European standard application layer. The European standard communication module then packages the message carrying the actual parameter and reports it to the European standard charging pile. The basis for this dynamic parameter replacement is that before performing subsequent insulation resistance testing, the European standard charging pile must obtain an accurate target potential reference for the vehicle being charged, thereby preventing deviation from the actual circuit's insulation withstand capability due to incorrect test voltage settings.

[0040] In the S403 European standard charging station, after receiving the corrected actual vehicle battery voltage parameters, the internal power control unit adjusts the front-end DC output circuit according to the instruction, so that the test potential at the output port approximates the actual vehicle battery voltage parameters. After the output potential stabilizes, the European standard charging station initiates system-level insulation detection logic to assess whether the insulation impedance of the current high-voltage output circuit meets the safe energy transmission threshold.

[0041] During the insulation test window performed by the European standard charging pile, thanks to the state-locking control applied in step S300, the DC contactor inside the Chinese standard vehicle is forced to remain physically disconnected. At this time, there is no high-voltage interference from the reverse output of the vehicle's power battery in the circuit under test formed by the high-voltage straight-through cable of the adapter system 1 and the high-voltage input port of the vehicle. Based on the above software timing decoupling and isolation mechanism, the European standard charging pile can accurately measure the insulation resistance in a passive, clean electrical environment. This coordinated process eliminates charging faults caused by high-voltage conflicts at the source and fully meets the electrical safety boundary conditions for eliminating the DC contactor and its supporting hardware drive circuit inside the adapter system 1 in terms of physical structure.

[0042] Please see Figure 1 and Figure 6 In this embodiment, based on the aforementioned parameter correction and insulation detection, the high-voltage output system on the European standard side has been adjusted to a pre-charging state according to actual needs. To achieve energy flow throughout the charging circuit, the system needs to accurately determine the transition nodes of the European standard state machine and accordingly release the state lock applied to the Chinese standard vehicle. This step S500 can be further divided into the following sub-steps: S501, the main control module continuously parses the status response messages sent by the European standard charging pile through the European standard communication module. After the insulation test is completed, the high-voltage contactor inside the European standard charging pile performs a closing action and uploads the real-time output voltage parameter packet of the current port. The main control module calls the underlying protocol parsing interface to extract the real-time output voltage parameter of the European standard charging pile from the application layer data stream. The underlying unpacking process of the communication data can be implemented by those skilled in the art according to conventional communication specifications, and its parsing process is well-known in the art and will not be described in detail here.

[0043] After obtaining the real-time output voltage parameters, the S502 system performs a multi-dimensional status release judgment. Considering that the output voltage data from the European standard side and the battery demand data from the Chinese standard side originate from two asynchronous communication protocol stacks, their respective message update cycles differ significantly. To prevent false triggering due to data refresh lag, the main control module sends CurrentDemandReq messages to the European standard charging pile via an internal timer at 20ms intervals before executing the comparison logic, ensuring that the voltage parameters from both sides involved in the judgment are within the same valid time window.

[0044] After data synchronization, considering the equivalent resistance voltage drop of the long-distance charging cable and the inherent measurement errors of the sampling sensors at both ends, the actual output voltage of the European standard charging pile is unlikely to be absolutely equal to the actual vehicle battery voltage parameter. Therefore, the main control module internally constructs a voltage approximation judgment logic with a tolerance range. The main control module calculates the absolute value of the difference between the real-time output voltage parameter of the European standard charging pile and the actual vehicle battery voltage parameter. When this absolute value of the difference is less than or equal to a preset safe voltage difference threshold (based on conventional high-voltage pre-charging specifications, this threshold is usually taken as 5V to 10V), the system determines that the potentials at both ends have reached a physical equipotential state. Using a tolerance range instead of a strict equality condition judgment method effectively prevents the system from falling into logic deadlock due to small voltage fluctuations.

[0045] It should be noted that the internal timer is a function of the MCU's built-in peripheral, which is existing technology and will not be elaborated on further.

[0046] In addition to the analog quantity difference determination mentioned above, the main control module simultaneously verifies the operating mode digital flag in the European standard status message. Only when the voltage status is within the aforementioned safety tolerance range, and the European standard message flag clearly indicates that the European standard charging pile has ended pre-charging and entered the energy output stage, does the main control module comprehensively confirm that the physical high-voltage contactor on the European standard side has been safely closed. This weighted determination logic, combining potential approximation and digital flag verification, effectively filters out voltage artifacts in unstable transition states, improving the robustness of the system's determination.

[0047] S504: After all multi-dimensional release conditions are met, the main control module terminates the abnormal intervention procedure for the national standard vehicle and cancels the previously continuously issued CRO00 messages. The main control module resumes the automatic confirmation thread of the normal protocol stack, generates a CROAA message indicating that the simulated charging pile is ready, and sends it to the battery management system of the national standard vehicle through the national standard communication module. This message switching action removes the previously applied software blockade, allowing the state process of the national standard vehicle to proceed. Through this closed-loop timing control, the system strictly constrains the action sequence of physical components at the software logic level, ensuring that the closing triggering time of the DC contactor inside the national standard vehicle is necessarily later than the insulation detection and contactor closing action on the European standard side, ultimately ensuring high-voltage timing safety by eliminating the hardware isolation entity of the adapter system 1.

[0048] Please see Figure 1 and Figure 7 In this embodiment, as the simulated pile tip is released into a ready state, system control is gradually returned to the hardware execution logic to complete the formal connection and transmission of high-voltage power. This step S600 can be further divided into the following sub-steps: In step S601, after receiving the CROAA message from the national standard communication module, the battery management system inside the vehicle determines that the external power supply circuit meets the closing conditions according to the national standard charging protocol. As the final physical response, the battery management system outputs a drive level to control the DC contactor inside the vehicle to close. At this moment of physical closure, since the output potential of the European standard charging pile has been pre-adjusted to approximate the actual vehicle battery voltage parameters in step S500, the voltage difference across the circuit is within the safe tolerance range. This micro-voltage difference closing mechanism effectively avoids excessive surge current and arcing at the moment of mechanical engagement of the high-voltage contactor contacts, reducing electrical stress damage to the high-voltage components at the vehicle end.

[0049] S602, after the vehicle-side DC contactor closes, a complete physical conductive circuit is formed between the high-voltage output terminal of the European standard charging pile and the power battery of the national standard vehicle through the straight-through wire inside the adapter system 1. During this stage, the main control module continuously monitors the battery charging demand messages periodically issued by the national standard vehicle. The main control module extracts the real-time demand voltage and current parameters from the messages and repackages these parameters into a dynamic energy transfer command under the European standard communication protocol according to the underlying protocol mapping rules. Upon receiving this energy transfer command, the European standard charging pile adjusts its internal power conversion unit to output the corresponding DC high-voltage power to the national standard vehicle through the constructed straight-through conductive circuit. For the constant current / constant voltage switching control strategy and abnormal temperature protection response during high-power charging, those skilled in the art can perform system-level settings according to conventional new energy vehicle charging specifications. The specific parameter adjustment mechanism is well-known in the field and will not be elaborated here.

[0050] Based on the aforementioned state machine timing reconstruction mechanism that runs through the entire communication process, the S603 system, without relying on external hardware isolation devices, uses software message intervention to ensure that the closing action of the DC contactor at the national standard vehicle end is stably delayed behind the insulation detection window of the European standard charging pile, thus avoiding high-voltage backflow conflicts during the initial handshake phase. Therefore, as a preferred hardware implementation, the adapter system eliminates the large-capacity DC contactor hardware entity and its matching drive coil control circuit, which are traditionally equipped in traditional adaptation schemes, on its internal DC positive and DC negative power transmission buses. This simplified hardware topology eliminates the core heat source generated by mechanical contact internal resistance and coil power consumption within the sealed cavity of the adapter system 1, significantly reducing the overall temperature rise of the system under high current conditions. At the same time, since the high-voltage circuit no longer contains mechanical moving switch components, the risk of systemic failure caused by high-temperature contact adhesion or mechanical fatigue is eliminated, improving electrical operational reliability while reducing hardware costs.

[0051] This application also includes a protocol conversion device for connecting European standard charging piles and Chinese standard vehicles. The protocol conversion device includes: a first communication interface configured to establish a communication connection with the European standard charging pile; a second communication interface configured to establish a communication connection with the Chinese standard vehicle; and a processor connected to both the first and second communication interfaces. The processor is configured to execute the steps of the charging process method omitting the DC contactor of the European-to-Chinese converter as described in any of the above embodiments. It is understood that this device completes heterogeneous communication docking with European standard charging piles and Chinese standard vehicles through two communication interfaces respectively. Relying on the processor to execute the above-described timing control and parameter synchronization scheme, it can achieve safe and stable startup of cross-protocol and cross-standard charging processes without changing the original vehicle and terminal hardware and software design. This solves the pain point that existing charging equipment with different communication standards cannot be directly matched with the receiving vehicle for charging. It also has good compatibility and universality, adapting to charging scenarios of different vehicle models and different power levels, with low modification costs, facilitating large-scale promotion and application.

[0052] This application also includes a computer-readable storage medium on which a computer program is stored. When the computer program is executed by the processor, it provides the steps of the methods described above. Specifically, the computer-readable storage medium can be any tangible medium that contains or stores a program, which can be used by or in conjunction with an instruction execution system, apparatus, or device. In this embodiment, the computer-readable storage medium may specifically include non-volatile storage media such as read-only memory (ROM), random access memory (RAM), or optical disks, magnetic disks, etc. It is understood that the computer-readable storage medium in this embodiment encompasses any physical entity or logical carrier capable of carrying, storing, transmitting, or propagating computer program instructions. Physically, the medium can be a non-volatile memory, such as flash memory, electrically erasable programmable read-only memory (EEPROM), read-only memory (ROM), hard disk drive (HDD), or solid-state drive (SSD); it can also be a volatile memory, such as random access memory (RAM); it can also be an optical storage medium such as CD-ROM, DVD, or even a magnetic storage medium such as magnetic tape or floppy disk. In terms of logical or transmission form, this medium can also be a data signal stream transmitted via wired or wireless networks, or a downloadable firmware update package hosted on a cloud server or application store platform. It should be understood that regardless of the specific storage technology or distribution method used, as long as it can persistently or temporarily store the program code used to implement the charging control strategy of this application, and can be read and executed by the processor or other computing devices inside the adapter, it falls within the scope of the computer-readable storage medium protected by this application. When the computer program stored on this medium is loaded and executed by the processor, the sequence of instructions contained within it will drive the processor to complete the complete interactive process described in the foregoing embodiments. For example, the program instructions first control the first communication interface to initiate a handshake with the PLC of the European standard charging pile and send a preset demand voltage message; then monitor the second communication interface to capture the BCP message of the national standard vehicle, and suspend the response task in memory to start a delay timer; within the delay window, the program further instructs the processor to parse the BCP data, encapsulate the actual voltage parameters, and send them to the European standard charging pile through the first communication interface; finally, at the end of the timeout, trigger the sending of the response message and the subsequent transparent transmission of real-time demands. This software-level instruction arrangement enables general-purpose embedded processors to be endowed with specific protocol conversion and timing control capabilities, thereby achieving safe charging without DC contactors without modifying the hardware circuitry.

[0053] Compared with the prior art, the present invention has at least the following advantages: 1. The main control module of this invention continuously sends out unready messages to the national standard vehicle, postponing the closing action of the DC contactor at the vehicle end until the European standard charging pile completes the insulation test. This communication timing reconstruction mechanism achieves effective isolation of the battery high voltage at the software level, avoiding the insulation test conflict of the European standard charging pile. Thus, in terms of physical structure, the DC contactor and its drive circuit inside the adapter are completely eliminated, reducing the hardware cost and assembly volume of the equipment.

[0054] 2. This invention eliminates the DC contactor inside the adapter, allowing the high-voltage circuit between the European standard charging pile and the national standard vehicle to be directly connected through a straight-through wire. This simplified physical structure eliminates the contact resistance generated by the traditional contactor contacts and the power consumption during the operation of the drive coil, eliminates the heat source in the sealed cavity of the adapter, and reduces the overall temperature rise of the system under high-current charging conditions.

[0055] 3. The high-voltage transmission circuit of the adapter of the present invention does not contain mechanical moving switch components. This straight-through design without mechanical parts eliminates the risk of hardware failure caused by high temperature adhesion of contacts, arc erosion or mechanical fatigue, and improves the long-term operational reliability and service life of the adapter in high-frequency use environment.

[0056] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A charging process method that eliminates the need for a European-to-Chinese adapter DC contactor, characterized in that, For use in adapter equipment, the following steps are included: The system detects the start signal output by the European standard charging pile, outputs the working voltage upon receiving the start signal, and initiates the national standard communication process. Establish a European standard communication process with the European standard charging pile. When the European standard communication process enters the pre-charging stage, send a pre-charging request message carrying preset required voltage parameters to the European standard charging pile. In the national standard communication process, monitor the BROAA message sent by the national standard vehicle, and continuously send CRO00 messages to the national standard vehicle before receiving the BROAA message; Upon receiving the BROAA message, the system obtains the actual vehicle battery voltage parameters and sends a pre-charge request message carrying the actual vehicle battery voltage parameters to the European standard charging pile, replacing the pre-charge request message carrying the preset demand voltage parameters. Monitor the output voltage parameters of the European standard charging pile, and when it is determined that the output voltage parameters of the European standard charging pile reach the actual vehicle battery voltage parameters and the European standard charging pile enters the energy output stage, switch to sending a CROAA message to the national standard vehicle. The CROAA message triggers the closure of the vehicle-side DC contactor of the Chinese standard vehicle, establishing a complete conductive circuit so that the European standard charging pile can begin charging the Chinese standard vehicle.

2. The charging process method according to claim 1, which eliminates the need for a European to Chinese adapter DC contactor, is characterized in that... This is executed by the main control module, boost module, national standard communication module, and PWM detection module of the adapter system; The detection of the start signal output by the European standard charging pile using the PWM detection module includes: After the adapter system completes the physical connection with the European standard charging pile and the Chinese standard vehicle, the main control module controls the boost module to remain in a dormant state, cuts off the auxiliary power output to the Chinese standard vehicle, and puts the Chinese standard communication module in a communication disabled state. The PWM detection module collects the start signal issued by the European standard charging pile in real time. The start signal is a pulse width modulation signal. When the pulse width modulation signal that meets the preset characteristics is detected, the module outputs a start trigger signal to the main control module.

3. The charging process method according to claim 2, which eliminates the need for a European to Chinese adapter DC contactor, is characterized in that... The identified pulse width modulation signals that conform to preset characteristics include: The duration of a single cycle and the duration of the high level within a single cycle of the pulse width modulation signal acquired by the PWM detection module are obtained. After determining that the duration of a single cycle of the signal exceeds a preset effective time threshold to prevent software overflow, the signal frequency and duty cycle of the pulse width modulation signal are calculated based on the collected data. When it is determined that the signal frequency is within a preset frequency range and the signal duty cycle is within a preset duty cycle range, it is determined that a valid start signal has been received.

4. The charging process method according to claim 1, which eliminates the need for a European to Chinese adapter DC contactor, is characterized in that... This is executed by the main control module and the national standard communication module of the adapter system; When the European standard communication process enters the pre-charging stage, sending the pre-charging demand message carrying the preset demand voltage parameters to the European standard charging pile includes: The main control module polls the battery parameter setting progress of the national standard vehicle through the national standard communication module; When it is determined that the European standard charging pile has entered the pre-charging stage and the national standard vehicle has not issued a setting message containing the actual vehicle battery parameters, the main control module calls the pre-fixed safety voltage constant as the preset required voltage parameter. The preset required voltage parameters are mapped and written into the pre-charge requirement message data field of the European standard application layer to complete message encapsulation, and then sent to the European standard charging pile.

5. The charging process method according to claim 1, which eliminates the need for a European to Chinese adapter DC contactor, is characterized in that... This is executed by the main control module of the adapter system; Before receiving the BROAA message, continuously sending the CRO00 message to the national standard vehicle via the national standard communication module includes: The main control module has a forced blocking mechanism for responses from the conventional protocol stack set in its internal logic unit; Before receiving the BROAA message, the main control module sets the bit position of the internal data field to a characteristic constant representing not ready, and forces the generation of the CRO00 message. The main control module continuously broadcasts the CRO00 message at a fixed period to lock the DC contactor inside the national standard vehicle in the open state.

6. The charging process method according to claim 1, which eliminates the need for a European to Chinese adapter DC contactor, is characterized in that... This is executed by the main control module of the adapter system; Before obtaining the actual vehicle battery voltage parameters after receiving the BROAA message, and before sending the pre-charge request message carrying the actual vehicle battery voltage parameters to the European standard charging station to replace the preset demand voltage parameters, the process includes: When the main control module successfully parses the BROAA message issued by the national standard vehicle, the main control module suspends the automatic confirmation thread of the protocol stack, intercepts the generation instruction of the CROAA message from the software layer, and calls the abnormal state intervention program.

7. The charging process method according to claim 1, which eliminates the need for a European to Chinese adapter DC contactor, is characterized in that... This is executed by the main control module of the adapter system; The process of obtaining the actual vehicle battery voltage parameters includes: After receiving and confirming the validity of the BROAA message issued by the national standard vehicle, the main control module reads the underlying data at the specified byte position of the BROAA message; The digital message identifier transmitted at the vehicle's underlying network is converted into a physical voltage analog quantity that reflects the current state of charge of the vehicle's power battery, thus obtaining the actual vehicle battery voltage parameters.

8. The charging process method according to claim 1, which eliminates the need for a European to Chinese adapter DC contactor, is characterized in that... This is executed by the main control module of the adapter system; The output voltage parameters of the monitored European standard charging pile include: The main control module extracts the real-time output voltage parameters of the European standard charging pile from the status response message sent by the European standard charging pile; The output voltage parameters of the European standard charging pile and the actual vehicle battery voltage parameters are timestamped by an internal timer to eliminate expired data and keep the voltage parameters on both sides involved in the judgment within the same valid time window.

9. The charging process method according to claim 8, which eliminates the need for a European to Chinese adapter DC contactor, is characterized in that... The determination that the output voltage parameters of the European standard charging pile reach the actual vehicle battery voltage parameters and that the European standard charging pile enters the energy output stage includes: Calculate the absolute value of the difference between the real-time output voltage parameter of the European standard charging pile and the actual vehicle battery voltage parameter; Simultaneously verify the working mode digital flag bit in the status response message; When the absolute value of the difference is determined to be less than or equal to a preset safe voltage difference threshold of 5V to 10V, and the working mode digital flag clearly indicates that the European standard charging pile has ended pre-charging and entered the energy output stage, it is comprehensively confirmed that the physical high-voltage contactor on the European standard side has been safely closed.

10. The charging process method according to claim 1, which eliminates the need for a European to Chinese adapter DC contactor, is characterized in that... This is executed by the main control module of the adapter system; The step of triggering the closing of the vehicle-side DC contactor of the Chinese standard vehicle via the CROAA message to establish a complete conductive circuit so that the European standard charging pile can start charging the Chinese standard vehicle includes: The CROAA message is sent to the vehicle that meets the national standard, triggering the battery management system inside the vehicle to output a drive level and control the DC contactor at the vehicle end to close. The main control module extracts the real-time demand voltage and demand current parameters from the battery charging demand messages periodically issued by the national standard vehicle. The real-time demand voltage and demand current parameters are repackaged into a dynamic energy transfer command under the European standard communication protocol and sent to the European standard charging pile, triggering the European standard charging pile to perform power conversion adjustment and output DC high-voltage power to the national standard vehicle.

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