Vehicle-mounted charger, vehicle charging system and vehicle

Abstract

The utility model provides a vehicle-mounted charger, a vehicle charging system and a vehicle, and relates to the technical field of vehicles. The vehicle-mounted charger comprises a protocol conversion unit and a power management control unit, a first wire and a first signal line are arranged between the protocol conversion unit and the power management control unit, and the power management control unit and the protocol conversion unit are both connected with a charging port of a vehicle through a second signal line; the power management control unit is used for supplying power to the protocol conversion unit through a first wire; the protocol conversion unit is used for receiving a message initiated by the charging pile according to the first communication protocol through the second signal line; the power management control unit is further used for receiving a message initiated by the protocol conversion unit according to the second communication protocol through the first signal line, and the message is used for requesting the power management control unit to control the charging pile to charge the battery in the vehicle. According to the scheme, the electric vehicle can be adaptively matched with the charging piles with different charging standards through the vehicle-mounted charger, and the charging cost is reduced.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to an on-board charger, a vehicle charging system, and a vehicle. Background Technology

[0002] With the development of new energy technologies, electric vehicles have been widely used in various regions around the world. However, different regions have different charging standards, which means that electric vehicles from different regions are not interchangeable.

[0003] Currently, in order to enable electric vehicles to be charged in different regions, charging stations specifically adapted to the electric vehicle are usually installed in those regions, and the electric vehicle is then charged using these charging stations.

[0004] However, the current method of installing additional charging devices is costly. Utility Model Content

[0005] This application provides an on-board charger, a vehicle charging system, and a vehicle, which addresses the problem that electric vehicles cannot be compatible with charging piles that meet different charging standards.

[0006] In a first aspect, embodiments of this application provide an on-board charger, including: a protocol conversion unit and a power management control unit, wherein a first wire and a first signal line are provided between the protocol conversion unit and the power management control unit, and both the power management control unit and the protocol conversion unit are connected to the charging port of the vehicle through a second signal line, wherein the charging port is used to connect to a charging pile;

[0007] The power management control unit is used to supply power to the protocol conversion unit via the first wire;

[0008] The protocol conversion unit is used to receive, after power-on, a message initiated by the charging pile according to the first communication protocol via the second signal line;

[0009] The power management control unit is also configured to receive, via the first signal line, the message initiated by the protocol conversion unit according to the second communication protocol, wherein the message is used to request the power management control unit to control the charging pile to charge the battery in the vehicle.

[0010] Secondly, this application provides a vehicle charging system, including: a charging pile, a charging port, and the above-mentioned on-board charger. The charging port is used to connect the charging pile and the on-board charger, and the charging pile is used to charge the vehicle through the charging port and the on-board charger.

[0011] Thirdly, embodiments of this application provide a vehicle, including a charging port and the aforementioned on-board charger.

[0012] The on-board charger and vehicle charging system provided in this application embodiment, by configuring a protocol conversion unit in the on-board charger, can achieve adaptive matching of electric vehicles to charging piles with different charging standards in different regions when users use charging piles to charge electric vehicles. This eliminates the need for users to install additional charging piles with charging standards compatible with electric vehicles, thereby reducing charging costs. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments of this utility model will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the structure of the on-board charger provided in the embodiments of this application;

[0015] Figure 2 The circuit structure schematic diagram of the vehicle charging system provided in the embodiments of this application is shown. Detailed Implementation

[0016] The features and exemplary embodiments of various aspects of this utility model will now be described in detail. To make the objectives, technical solutions, and advantages of this utility model clearer, the following description, in conjunction with the accompanying drawings and specific embodiments, will provide a further detailed description. It should be understood that the specific embodiments described herein are intended only to explain this utility model and not to limit it. For those skilled in the art, this utility model can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this utility model by illustrating examples of it.

[0017] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the article or apparatus that includes that element.

[0018] With increasing trade in electric vehicles across different regions, each region has its own charging standards, and these standards vary. Electric vehicles manufactured in region A typically only support the charging standards of region A. If an electric vehicle is exported to region B, it may become unusable there due to the region's charging standards. Currently, users in region B need to install additional charging stations compatible with their electric vehicles, or the electric vehicle manufacturer in region A needs to incorporate charging standard conversion components into the vehicle, increasing charging costs. Furthermore, if the manufacturer incorporates charging standard conversion components, they must ensure that these components are compatible with the component standards of region B, meeting its charging requirements, which increases development costs. Additionally, incorporating charging standard conversion components also occupies additional vehicle space, causing other vehicle components to crowd each other.

[0019] To address the aforementioned issues, this application provides an on-board charger, a vehicle charging system, and a vehicle. The charging standard conversion component of the Electric Vehicle Communication Controller (EVCC) is made into a separate module and placed inside the on-board charger (OBC), eliminating the need for additional space. For electric vehicles requiring export, this module can be installed directly within the OBC. Furthermore, OBC-related experiments can cover the addition of this module, and the separate EVCC housing is eliminated, effectively reducing costs.

[0020] The technical solution of this application will now be described in detail through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0021] Figure 1 This is a schematic diagram of the structure of the on-board charger provided in the embodiments of this application, as shown below. Figure 1 As shown, the on-board charger 10 is equipped with a protocol conversion unit 11 and a power management and protection system (PMS) control unit (which may be referred to as the power management control unit or PMS control unit).

[0022] In this configuration, the protocol conversion unit 11 is connected to the power management control unit 12 via a first wire, and also via a first signal line. Both the power management control unit 12 and the protocol conversion unit 11 are connected to the charging port 13 of the electric vehicle via a second signal line. Furthermore, in some embodiments, to ensure charging safety, both the management control unit 12 and the protocol conversion unit 11 have a protective ground wire connected to the charging port 13.

[0023] In this embodiment, charging port 13 can be used to connect to the charging gun of a charging station. Because charging stations use different communication protocols in different regions, electric vehicles may encounter situations where they cannot be charged by charging stations in different areas. In this embodiment, a protocol conversion unit is used to enable communication between the charging station and the power management control unit. The protocol conversion unit facilitates data transmission (e.g., transmission of charging parameters) between the charging station and the power management control unit.

[0024] For example, taking an electric vehicle manufactured in region A as an example, its corresponding charging standard is A1 (for example, charging standard A1 means that the electric vehicle and the charging pile in region A need to use a first communication protocol to communicate). The charging standard in region B corresponds to B1 (for example, charging standard B1 means that the charging pile in region B needs to use a second communication protocol to communicate with the electric vehicle). If the electric vehicle is manufactured in region A and then continues to use charging standard A1 in region B, it will not be compatible with the charging piles in region B. Therefore, the aforementioned protocol conversion unit 11 needs to be installed in the on-board charger of the electric vehicle. Alternatively, if the electric vehicle is only charged in region A, the aforementioned protocol conversion unit 11 does not need to be installed in the on-board charger to reduce costs.

[0025] When a user inserts the charging gun from the charging station into the charging port, the power management control unit 12 is triggered to output a power supply signal to the protocol conversion unit 11 through the first conductive line. The protocol conversion unit 11 is then woken up and powered on after receiving the power supply signal.

[0026] After the protocol conversion unit 11 is powered on, it will act as an intermediate conversion unit to realize communication between the power management control unit and the charging pile. For example, the protocol conversion unit 11 can obtain a message initiated by the charging pile in region B according to the first communication protocol, and forward the message to the power management control unit 12 according to the second communication protocol. The message is used to request the power management control unit to control the charging pile to charge the battery in the vehicle.

[0027] In this embodiment, placing the protocol conversion unit inside the OBC saves on a housing, avoiding the need for a separate EVCC component and thus saving vehicle space and cost. Furthermore, as a platform product, the OBC offers good versatility, enabling adaptive matching of electric vehicles to charging stations with different charging standards in different regions. This improves the applicability of electric vehicles in various charging scenarios, requires no human intervention, and is easy to implement. Moreover, since the protocol conversion unit is located inside the OBC, adapting to different regional component standards is easier, avoiding the need to redevelop individual EVCC products based on different regional component standards and reducing development complexity.

[0028] As mentioned above, the power management control unit 12 needs to output a power supply signal to the protocol conversion unit 11 so that the protocol conversion unit 11 can be powered on and started. In practical applications, electric vehicles may be charged using charging stations in region A or region B. For example, if the electric vehicle is compatible with the charging standard of region A, then when the electric vehicle is charged using a charging station in region A, it is not necessary to use the protocol conversion unit 11 for message forwarding.

[0029] When an electric vehicle is charged using a charging station in Region B, if the electric vehicle is not compatible with the charging standard of Region B, the PMS control unit needs to output a power supply signal to the protocol conversion unit.

[0030] The charging station communicates with the PMS control unit via a second signal line between the charging port and the control unit. A protective earthing (PE) wire is installed between the charging port and the PMS control unit, transmitting the PE signal. In the event of an electrical fault or leakage, the PE wire diverts the current to the ground, protecting personnel and equipment. Additionally, the PMS control unit and the charging port can transmit control pilot (CP) signals via the second signal line, enabling communication between the electric vehicle and the charging station.

[0031] When an electric vehicle is charging, the charging station generates a CP signal as a wake-up signal. This CP signal is sent to the electric vehicle through the communication line between the charging port and the electric vehicle (such as the second signal line mentioned above). The status of the charging station can be determined by measuring the voltage difference between the CP signal and the PE (protective earth) circuit. For example, a 12-volt voltage difference indicates that the charging station is idle (i.e., not connected), a 9-volt voltage difference indicates that the charging station is connected, and a 6-volt voltage difference means that it is charging.

[0032] When a user inserts the charging gun into the charging port, the charging pile outputs a 9-volt CP signal as a wake-up signal to inform the PMS control unit that the charging gun has been inserted. In this embodiment, when charging piles with different charging standards send CP signals to the PMS control unit, the PMS control unit can identify the charging standard that the charging pile is compatible with. For example, the PMS control unit can identify the charging standard that the charging pile is compatible with based on the configuration word carried in the CP signal. Specifically, the PMS control unit can preset a configuration word. When the configuration word carried in the CP signal matches the preset configuration word, it indicates that the charging standard of the charging pile is not compatible with the electric vehicle. In this case, a power supply signal needs to be output to the protocol conversion unit to start the protocol conversion unit and perform communication protocol conversion. If the configuration word carried in the CP signal does not match the preset configuration word, it indicates that the charging standard of the charging pile is compatible with the electric vehicle. In this case, it is not necessary to start the protocol conversion unit.

[0033] In this embodiment, by presetting a configuration word in the PMS control unit, it is possible to detect whether the current charging standard is compatible with the electric vehicle. If it is not compatible, the protocol conversion unit needs to be activated. If the current charging standard is compatible with the electric vehicle, the protocol conversion unit does not need to be activated. This can avoid the protocol conversion unit from being in a working state for a long time and reduce power consumption.

[0034] Furthermore, in some embodiments, taking the scenario where the current charging standard is incompatible with electric vehicles as an example, after the charging gun is inserted into the charging port and the protocol conversion unit is powered on, the charging pile needs to communicate directly with the protocol conversion unit through the first communication protocol to initiate a vehicle-side connection establishment request. The protocol conversion unit then needs to send a charging handshake message corresponding to the vehicle-side connection establishment request to the PMS control unit according to the communication method of the second communication protocol.

[0035] Since the PMS control unit and the Battery Management System (BMS) in the OBC typically need to communicate using other communication protocols (such as a third communication protocol), this communication loop can be reused when the protocol conversion unit needs to communicate with the BMS. However, because this communication loop uses a different communication protocol (such as a third communication protocol), if the protocol conversion unit forwards communication signals (such as handshake messages) to the PMS, the PMS control unit also needs to perform communication protocol conversion. That is, it needs to send the handshake message to the BMS using the third communication protocol, so that the BMS can determine whether the electric vehicle is allowed to use the charging station for charging.

[0036] The BMS can return a handshake reply message to the PMS control unit according to the third communication protocol. The PMS control unit then forwards the message to the protocol conversion unit through the second communication protocol to inform whether the charging pile is allowed to charge.

[0037] For example, the third communication protocol could be Controller Area Network (CAN) communication.

[0038] In this embodiment, when the charging standard of the charging pile is incompatible with that of the electric vehicle, the protocol conversion unit can directly reuse the communication loops of the OBC and BMS when communicating with the BMS, without the need to add a separate communication loop, thus reducing communication costs.

[0039] Furthermore, in some embodiments, after the handshake is completed, if the BMS allows the charging pile to charge, the protocol conversion unit can continue to receive the electronic lock closing request sent by the charging pile according to the first communication protocol, and send the electronic lock closing request to the PMS control unit according to the second communication protocol.

[0040] The electronic lock closure request is used to request the PMS control unit to control the electronic lock to close. When the electronic lock closes, it means that the charging gun has been correctly inserted into the charging port. At this time, the charging gun can be locked to allow the charging pile to charge the electric vehicle through the charging gun and to prevent the charging gun from disengaging during the charging process.

[0041] In this embodiment, the electronic lock closing request of the charging pile is forwarded to the PMS control unit through the protocol conversion unit. Even if the charging standard of the charging pile is not compatible with electric vehicles, communication between the charging pile and the PMS control unit can still be realized. At the same time, the electronic lock closing request can be used to confirm the electronic lock closing, preventing the charging gun from falling out of the charging port during subsequent charging, thereby improving charging safety.

[0042] Furthermore, in some embodiments, after the charging pile communicates with the PMS control unit through the protocol conversion unit to achieve electronic lock closure, the protocol conversion unit needs to send an authentication message to the charging pile according to the first communication protocol.

[0043] This authentication message can be used for identity authentication, charging fee payment authentication, and charging authorization authentication. If the charging station fails authentication and returns the authentication result corresponding to the authentication message, the charging station will not be able to charge the electric vehicle. At this time, the protocol conversion unit can notify the PMS control unit to control the electronic lock to open, and the charging gun will automatically detach from the charging port.

[0044] If the protocol conversion unit receives the authentication result corresponding to the authentication message returned by the charging pile according to the first communication protocol, the protocol conversion unit can initiate a switch closing request to the power management control unit according to the second communication protocol.

[0045] The switch closing request is used to request the power management control unit to close the charging switch. The charging switch is the switch on the electric vehicle side. During the charging process, after confirming that the charging gun, charging port, and electric vehicle are all connected, the charging pile will switch the first switch S1 from the 12-volt connection state to the PWM state and wait for the PMS control unit to close the charging switch S2. When the charging switch S2 closes, it indicates that the electric vehicle is ready to charge.

[0046] Furthermore, once the charging switch is closed, the PMS control unit will use the first communication protocol to send a low-level CP signal (e.g., a 6-volt CP signal) to the charging pile, informing it that charging can begin. To ensure safety during charging, the charging pile will perform insulation monitoring upon receiving the low-level CP signal to rule out potential leakage or other issues.

[0047] In this embodiment, the authentication message is sent to the charging pile by the protocol conversion unit according to the first communication protocol, which can authenticate and verify the charging pile, avoid abnormal charging behavior that does not meet the authentication requirements, and improve the charging safety in the subsequent charging process.

[0048] Furthermore, the BMS can then transmit a pre-charge request to the PMS control unit via a third communication protocol. The PMS control unit then forwards the pre-charge request to the protocol conversion unit via a second communication protocol. The protocol conversion unit then uses the first communication protocol to forward the pre-charge request to the charging pile, thereby informing the charging pile to perform the pre-charge operation.

[0049] The pre-charging operation mainly involves the charging station pre-charging the electric vehicle. Pre-charging means that before the electric vehicle is fully charged, the charging station provides a certain voltage and current to the charging port of the electric vehicle. The purpose of this step is to reduce sudden changes in voltage and current during the actual charging process, thereby protecting the electric vehicle's battery from damage and improving charging efficiency.

[0050] In this embodiment, the pre-charging request is forwarded to the charging pile using the first communication protocol through the protocol conversion unit. Even if the charging standard of the charging pile is not compatible with the electric vehicle, communication between the BMS and the charging pile can still be achieved to inform the charging pile to perform pre-charging operation. On the basis of enabling the charging pile to charge the electric vehicle, pre-charging can further protect the battery and improve charging efficiency.

[0051] Furthermore, after the charging station completes pre-charging, the PMS control unit will close the fast-charging relay. For example, Figure 2 The circuit structure schematic diagram of the vehicle charging system provided in the embodiments of this application is as follows: Figure 2 As shown, the charging pile 21 is connected to the on-board charger 23 via the charging port 22. The PMS control unit 231 in the on-board charger 23 is connected to the motor drive control unit 24 (Motor Drive Control Unit, MDCU) and the power battery 25.

[0052] The on-board charger 23 includes a PMS control unit 231 and a protocol conversion unit 232. Specifically, the protocol conversion unit can be a DC charging protocol conversion unit. The PMS control unit and the protocol conversion unit communicate with each other via a second communication protocol (e.g., a Serial Peripheral Interface (SPI)). Furthermore, the protocol conversion unit relies on the PMS control unit to output a power supply signal for power-on startup. The Serial Peripheral Interface enables short-range communication. SPI communication can also be used for data transmission between the OBC and the BMS in the power battery.

[0053] In this embodiment, the protocol conversion unit enables vehicles to remain compatible with the charging standards of other regions after they are exported to those regions. This allows electric vehicles manufactured in region A (which typically conform to the charging standards of region A) to still be compatible with the charging conditions of region B and be charged using the charging stations in region B.

[0054] In the battery charging process of an electric vehicle, the MDCU (Mechanical Management Unit) can work in conjunction with the Battery Management System (BMS) to ensure the safety and efficiency of the charging process. Specifically, the MDCU can receive instructions from the BMS and adjust the motor's operating state based on the battery's current status (such as charge level and temperature), thereby indirectly affecting the charging process. For example, if the MDCU detects an abnormal situation (such as motor overheating, battery charge being too low or too high), it can send a charging stop request to the BMS to protect the battery and motor. This charging stop request is typically implemented through the vehicle's internal communication protocol, ensuring coordination and consistency between the various systems.

[0055] Furthermore, in some embodiments, the power battery 25 includes a battery management system 251, and the PMS control unit 231 can be connected to the battery management system 251 via a controller area network bus (i.e., CAN bus).

[0056] The Battery Management System (BMS) is responsible for monitoring key parameters of the battery, such as voltage, current, and temperature, and also has fault diagnosis capabilities. During charging, the BMS collects this data in real time and transmits the information to the on-board charger, allowing the charger to adjust its charging strategy based on the actual state of the battery.

[0057] In this embodiment, the on-board charger can dynamically adjust the charging current and voltage parameters based on data provided by the BMS to adapt to the current state of the battery. For example, when the BMS detects that the battery is deeply discharged and the voltage is too low, the on-board charger will first use a small current for restorative charging, and then enter the constant current or constant voltage charging mode after the battery voltage returns to normal.

[0058] In other embodiments, reference continues to be made to the above. Figure 2 The PMS control unit is connected to a fast charging relay 26. The input terminal of the fast charging relay is connected to the charging port, the output terminal of the fast charging relay is connected to the output terminal of the AC / DC converter, and the control terminal of the fast charging relay is connected to the power management control unit.

[0059] The fast-charging relay 26 is connected to the charging pile via an AC / DC charging port. The PMS control unit outputs a control signal to the fast-charging relay to control its opening and closing. When the fast-charging relay is closed, the charging pile and the vehicle battery are connected; when the fast-charging relay is open, the connection between the charging pile and the vehicle battery is severed.

[0060] In other embodiments, reference continues. Figure 2 The on-board charger also includes an AC / DC converter 27. The input terminal of the AC / DC converter is connected to the charging port, the output terminal of the AC / DC converter is connected to the vehicle's battery, and the control terminal of the AC / DC converter is connected to the power management control unit.

[0061] The AC / DC converter 27 connects to the charging pile via an AC / DC charging port. The PMS control unit outputs control signals to the AC / DC converter to control its operation. The AC / DC converter can convert AC power to DC power during operation.

[0062] In this embodiment, some charging stations may provide AC power, while the electric vehicle's battery requires DC power for charging. Therefore, when an electric vehicle connects to such an AC charging station, an AC-DC converter is needed to convert the AC power from the charging station into DC power to charge the electric vehicle's battery. This ensures that the electric vehicle can safely and efficiently obtain power from the charging station without the need for additional DC power supply equipment.

[0063] Furthermore, in some embodiments, the protocol conversion unit receives a power transfer request sent by the PMS control unit according to the second communication protocol, and then the protocol conversion unit needs to forward the power transfer request to the charging pile through the first communication protocol. The power transfer request is used to request the charging pile to charge the vehicle.

[0064] In this embodiment, after receiving a power transmission request, the charging pile will begin charging the electric vehicle. During the charging process, the BMS can send voltage and / or current adjustment requests to the PMS control unit in real time according to the charging status (the BMS communicates with the PMS control unit via a third communication protocol). The PMS control unit then forwards the voltage or current adjustment request to the protocol conversion unit via a second communication protocol. The protocol conversion unit then forwards the voltage or current adjustment request to the charging pile via a first communication protocol, controlling the output voltage and / or output current of the charging pile during the charging process.

[0065] In this embodiment, the protocol conversion unit uses the first communication protocol to forward voltage or current adjustment requests to the charging pile. Even if the charging pile's charging standard is not compatible with the electric vehicle, communication between the BMS and the charging pile can still be achieved to inform the charging pile to adjust the voltage and / or current output during the charging process. This enables charging piles with different charging standards to charge electric vehicles and also achieves electrical parameter control during the charging process, thereby improving the charging effect.

[0066] Furthermore, in some embodiments, when it is necessary to terminate charging, the protocol conversion unit can receive a charging stop request sent by the PMS control unit according to the second communication protocol, and send a charging stop request to the charging pile according to the first communication protocol. The charging stop request is used to request the charging pile to stop charging the vehicle.

[0067] In this embodiment, the MDCU communicates with the BMS to inform the BMS that charging needs to be stopped. The BMS sends a current reduction request to the PMS control unit via a third communication protocol. Then, the PMS control unit sends a current reduction output request to the protocol conversion unit according to a second communication protocol. The PMS control unit then forwards the current reduction output request to the charging pile according to a first communication protocol.

[0068] Upon receiving the request to reduce current output, the charging station can reduce the charging current to below 1 amp. Furthermore, the BMS then sends a request to disconnect the charging relay to the PMS control unit via a third communication protocol. Upon receiving this request, the PMS control unit disconnects the fast-charging relay, ultimately stopping the charging station from charging the vehicle.

[0069] In this embodiment, to ensure safety during the charging gun retraction process and prevent electric shock to the user, the PMS control unit will turn on the charging switch mentioned above after the charging station stops charging the vehicle. At this time, the PMS control unit is triggered to send a high-level CP signal (e.g., a 9-volt CP signal) to the charging station, informing the charging station that it will subsequently perform the gun retraction action.

[0070] Furthermore, to ensure the safety of the charging process, the protocol conversion unit will send a charging stop request to the charging pile again through the first communication protocol to inform the charging pile to stop the charging action.

[0071] Furthermore, the PMS control unit will unlock the electronic lock mentioned above to allow the user to remove the charging gun later. Simultaneously, the PMS control unit will send a stop digital communication request to the protocol conversion unit via the second communication protocol. The protocol conversion unit then forwards this stop digital communication request to the charging pile via the first communication protocol to inform the charging pile that the current communication has ended.

[0072] Furthermore, once the charging process is complete, the PMS control unit can stop outputting a power supply signal to the protocol conversion unit, thus powering down the protocol conversion unit and reducing energy consumption.

[0073] In this embodiment of the application, the charging stop request is forwarded to the charging pile using the first communication protocol through the protocol conversion unit. Even if the charging standard of the charging pile is not compatible with electric vehicles, communication between the BMS and the charging pile can still be realized to inform the charging pile that charging has stopped, thereby improving the safety of the user during the subsequent unplugging process and preventing leakage and other situations.

[0074] Continue to refer to the above. Figure 2 A PE (protective earth) line is installed between the PMS control unit and the AC / DC charging port. In the event of an electrical fault or leakage, the PE line can conduct the current to the ground, thereby protecting the safety of personnel and equipment. Additionally, the CP (contactless communication) signal, mentioned above, can be transmitted between the PMS control unit and the AC / DC charging port via a wire, enabling communication between the electric vehicle and the charging station.

[0075] Furthermore, the AC / DC charging port can transmit Control Pilot Circuit (CC) signals to the PMS control unit. The CC signal is mainly used to detect whether the charging gun of the charging station has been connected to the charging interface of the electric vehicle. When the charging gun is inserted into the electric vehicle, the CC signal will jump from a high level to a low level (for example, from 9V to 6V). The charging station detects this change to determine whether the charging gun is correctly connected.

[0076] Additionally, in some embodiments, a fast charging socket temperature sensor can be installed at the AC / DC charging port. This sensor can be connected to the fast charging socket to collect its temperature. The PMS control unit is also connected to this temperature sensor. Referring again to the above description, as an example... Figure 2 The fast charging socket temperature sensor transmits a temperature signal from the fast charging socket to the PMS control unit. This temperature signal is used to monitor the temperature of the fast charging socket. During fast charging, the socket may generate significant heat due to the high current. By monitoring the socket temperature in real time, the PMS control unit ensures the temperature remains within a safe range, preventing overheating that could damage the device or pose a safety hazard. If the temperature is too high, the PMS control unit can take measures to reduce the charging power or stop charging altogether to protect the circuitry and user safety.

[0077] Furthermore, in some embodiments, a slow-charging socket temperature sensor can be provided at the AC / DC charging port. This slow-charging socket temperature sensor can be connected to the slow-charging socket to collect its temperature. Simultaneously, the PMS control unit is connected to this slow-charging socket temperature sensor. For example, continuing with the above description... Figure 2 The slow charging socket temperature sensor transmits a temperature signal from the slow charging socket to the PMS control unit. Similar to the fast charging socket temperature signal, the slow charging socket temperature signal is used to monitor the socket's temperature. Although the current is relatively small during slow charging, prolonged charging can still cause the temperature to rise. By monitoring this temperature, the PMS control unit can ensure the safety and stability of the slow charging process and adjust the charging strategy as needed to prevent overheating.

[0078] Furthermore, in some embodiments, the PMS control unit can also be connected to an electronic lock. When the charging station charges the battery, the power management control unit controls the electronic lock to close. The electronic lock can be located at the charging port, and by linking with the PMS control unit, it can transmit an electronic lock signal to the PMS control unit. This electronic lock signal indicates the locking status of the charging port. When the electronic lock is closed, it means the charging port is locked, and the charging gun can be inserted into the charging port to begin charging. After receiving the electronic lock signal, the PMS control unit can determine whether charging can proceed based on the signal's status and take appropriate control measures, such as controlling the electronic lock to open.

[0079] Refer to the above Figure 2 Taking charging standards, including European and Chinese standards, as an example, a DC charging protocol conversion unit supporting the European standard is integrated as a separate module in the OBC (On-Board Cell). This protocol conversion unit can be an optional configuration. For example, when electric vehicles are exported from China to Europe and the United States, this protocol conversion unit is selected and installed in the OBC. However, if the electric vehicle is only used domestically, this protocol conversion unit is not required.

[0080] The OBC hardware circuitry is compatible with mainstream electronic lock types on the market, driving different types of electronic locks according to configuration words. Additionally, the OBC hardware is compatible with different types of temperature sensors, and the corresponding RT meter is activated according to the configuration words to detect and report different types of temperature sensors.

[0081] In this embodiment, when the electric vehicle is fast-charged using a European standard charging station, the DC protocol conversion unit communicates with the BMS via the OBC, eliminating the need to build an additional fast-charging CAN loop between the protocol conversion unit and the BMS.

[0082] In this embodiment, the OBC (On-Board Charger) can be configured with or without an optional protocol conversion unit, depending on whether the electric vehicle has export requirements. When charging according to European standards, the protocol conversion unit is required; when charging according to Chinese standards, it is not required. Alternatively, the DC-DC protocol conversion unit can also be included as a standard accessory. This allows the OBC to be compatible with both Chinese and European charging standards with a single hardware component. Through configuration, adaptive matching between different charging standards (Chinese and European) can be achieved, enabling the electric vehicle to be charged under various charging standards.

[0083] This application also provides a vehicle charging system, which includes a charging pile, a charging port installed on the vehicle, and an on-board charger. The on-board charger is connected to the charging port, which is used to connect to the charging pile.

[0084] This application also provides a vehicle, which may be an electric vehicle, and includes the on-board charger described above.

[0085] It should be clarified that this utility model is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known features are omitted here. In the above embodiments, several specific components are described and shown as examples. However, the components of this utility model are not limited to the specific components described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the component structure, after understanding the spirit of this utility model.

[0086] The functional blocks shown in the above structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this invention are programs or code segments used to perform the required tasks. The programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, read-only memory (ROM), flash memory, erasable read-only memory (EROM), floppy disks, compact disc read-only memory (CD-ROM), optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0087] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of apparatus (systems) and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0088] The above description is merely a specific embodiment of this utility model. Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing embodiments, and will not be repeated here. It should be understood that the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model.

Claims

1. An on-board charger, characterized in that, The on-board charger is equipped with a protocol conversion unit and a power management control unit. A first wire and a first signal line are provided between the protocol conversion unit and the power management control unit. Both the power management control unit and the protocol conversion unit are connected to the vehicle's charging port through a second signal line. The charging port is used to connect to a charging pile. The power management control unit is used to supply power to the protocol conversion unit via the first wire; The protocol conversion unit is used to receive, after power-on, a message initiated by the charging pile according to the first communication protocol via the second signal line; The power management control unit is also configured to receive, via the first signal line, the message initiated by the protocol conversion unit according to the second communication protocol, wherein the message is used to request the power management control unit to control the charging pile to charge the battery in the vehicle.

2. The on-board charger according to claim 1, characterized in that, The on-board charger also includes an AC / DC converter; The input terminal of the AC / DC converter is connected to the charging port, the output terminal of the AC / DC converter is connected to the vehicle's battery, and the control terminal of the AC / DC converter is connected to the power management control unit.

3. The on-board charger according to claim 2, characterized in that, The on-board charger also includes a fast charging relay; The input terminal of the fast charging relay is connected to the charging port, the output terminal of the fast charging relay is connected to the output terminal of the AC / DC converter, and the control terminal of the fast charging relay is connected to the power management control unit.

4. The on-board charger according to claim 1, characterized in that, The power management control unit is connected to the fast charging socket temperature sensor, and the fast charging socket temperature sensor is connected to the fast charging socket of the charging port.

5. The on-board charger according to claim 1, characterized in that, The power management control unit is connected to the slow charging socket temperature sensor, and the slow charging socket temperature sensor is connected to the slow charging socket of the charging port.

6. The on-board charger according to claim 1, characterized in that, The power management control unit is also connected to an electronic lock, which is used to control the electronic lock to close when the charging pile is charging the battery.

7. The on-board charger according to claim 1, characterized in that, The power management control unit is also connected to the battery management system in the vehicle.

8. The on-board charger according to claim 1, characterized in that, The power management control unit is also connected to the motor drive control unit in the vehicle.

9. A vehicle charging system, characterized in that, include: The vehicle includes a charging pile, a charging port installed on a vehicle, and an on-board charger as described in any one of claims 1-8, wherein the on-board charger is connected to the charging port, and the charging port is used to connect to the charging pile.

10. A vehicle, characterized in that, It includes a charging port and an on-board charger as described in any one of claims 1-8.

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