An electric vehicle charging control system and an electric vehicle

Abstract

The application provides an electric vehicle charging control system and an electric vehicle, which are applied to the technical field of automobiles, and the system comprises a power battery management system and a vehicle-mounted charger; wherein the power battery management system is woken up by a direct-current charging pile when connected with the direct-current charging pile, and wakes up the vehicle-mounted charger and a first target component through a first CAN network message and a second CAN network message respectively; the first target component is a component on the electric vehicle which has a CAN network wake-up function and needs to be woken up during direct-current charging; the vehicle-mounted charger wakes up a second target component through a hard wire when charging the electric vehicle with direct current; the second target component is a component on the electric vehicle which has a hard wire wake-up function and needs to be woken up during direct-current charging. Thus, the problem that the existing method for waking up the components required for charging is not conducive to cost control or makes the vehicle end unable to directly control the charging process when charging the electric vehicle with direct current is solved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to an electric vehicle charging control system and an electric vehicle. Background Technology

[0002] Currently, common methods for charging electric vehicles using the OFF mode of the national standard DC charging mainly include: the DC charging pile wakes up the power battery management system (BMS) via a hard-wired A+ signal, and then the BMS wakes up the components required for charging via the CAN network; the DC charging pile directly wakes up all the components required for charging via a hard-wired A+ signal; the DC charging pile wakes up the BMS via a hard-wired A+ signal, and then the BMS simultaneously sends a CAN network wake-up signal and a hard-wired wake-up signal to wake up the components required for charging; and the DC charging pile wakes up the BMS via a hard-wired A+ signal while simultaneously waking up other components that require hard-wired wake-up, while components that cannot be woken up via hard-wired wake-up are woken up by the BMS via the CAN network wake-up signal.

[0003] As can be seen, the first and second DC charging wake-up methods require all components to be woken up to have either CAN network wake-up or hard-wired wake-up functionality. However, for some cost-cutting vehicles, some components that must be woken up may lack hard-wired wake-up pins or CAN network wake-up functionality, making these methods unsuitable for these models. While the third DC charging wake-up method can solve the problem of the first and second methods being unusable on some models, it requires the BMS to have a hard-wired wake-up output pin, making it unusable for battery models without hard-wired wake-up signal output and hindering cost reduction. Although the fourth DC charging wake-up method eliminates the need for the BMS's hard-wired wake-up output, the wake-up source for the hard-wired wake-up components is controlled by the DC charging pile, not the vehicle, making it impossible for the vehicle to directly control the timing of charging wake-up and sleep states. Utility Model Content

[0004] In view of this, the present invention provides an electric vehicle charging control system and an electric vehicle to solve the problem that, when DC charging an electric vehicle, the existing method of waking up the components required for charging causes problems such as cost control difficulties or the inability of the vehicle to directly control the charging process.

[0005] In a first aspect, this utility model provides an electric vehicle charging control system, including: a power battery management system and an on-board charger; The power battery management system is connected to the first target component and the on-board charger respectively. When connected to a DC charging pile, it is woken up by the DC charging pile and wakes up the on-board charger and the first target component respectively through the first CAN network message and the second CAN network message. The first target component is a component on the electric vehicle that has CAN network wake-up function and needs to be woken up during DC charging. The on-board charger is connected to a second target component and is used to wake up the second target component via a hard wire when the electric vehicle is DC charged. The second target component is a component on the electric vehicle that has a hard wire wake-up function and needs to be woken up during DC charging.

[0006] In one possible implementation, when the electric vehicle is DC charged, the power battery management system continuously sends the first CAN network message to the on-board charger; The on-board charger is awakened in response to the first CAN network message and remains in standby mode.

[0007] In one possible implementation, when the electric vehicle is DC charged, the first CAN network message contains preset information, which marks the charging mode of the electric vehicle as DC charging.

[0008] In one possible implementation, the on-board charger includes a self-test module; The self-test module is connected to the power battery management system and is used to perform a self-test on the on-board charger after the on-board charger is woken up.

[0009] In one possible implementation, the on-board charger includes a first control module; The first control module is connected to the self-test module and is used to control the on-board charger to switch to a fault state when the on-board charger has a fault.

[0010] In one possible implementation, the on-board charger includes a second control module; The second control module is connected to the self-test module and the AC charging hard-wire wake-up circuit of the electric vehicle, respectively. When the on-board charger is fault-free, it wakes up the second target component through the AC charging hard-wire wake-up circuit in response to the first CAN network message and maintains the standby state.

[0011] In one possible implementation, the on-board charger includes a third control module; The third control module is connected to the AC charging hard-wire wake-up circuit and the third target component respectively. When the electric vehicle is AC charged, the third target component is woken up by the AC charging hard-wire wake-up circuit and the third CAN network wake-up signal. When the AC charging conditions are met, the on-board charger is switched to the charging state. The third target component is the component on the electric vehicle that needs to be woken up during AC charging.

[0012] In one possible implementation, the on-board charger includes a fourth control module; The fourth control module is connected to the power battery management system, the second control module, and the third control module respectively. It is used to trigger the second control module to control the on-board charger to switch from the standby state to the charging end state when any first preset condition is met; and to trigger the third control module to control the on-board charger to switch from the charging state to the charging end state mode when any second preset condition is met. The first preset conditions include: The duration of the first CAN network message loss reaches the first preset duration; The first target instruction in the first CAN network message is not a start charging instruction, but is received by the power battery management system as an end charging instruction or a stop charging instruction. The first target instruction is an instruction related to charging. The second preset condition includes: The duration of the second CAN network message loss reaches the second preset duration; The second target instruction in the second CAN network message is not a start charging instruction, but a charging-related instruction.

[0013] In one possible implementation, the on-board charger further includes a timing module; The timing module is connected to the fourth control module and is used to record the loss duration of the first CAN network message and the second CAN network message.

[0014] Secondly, this utility model also provides an electric vehicle, including a vehicle body and an electric vehicle charging control system provided in the first aspect of this utility model.

[0015] According to the electric vehicle charging control system provided by this utility model, firstly, the Battery Management System (BMS) is connected to the first target component (i.e., the component with CAN network wake-up function that needs to be woken up during DC charging) and the On-Board Charger (OBC) on the electric vehicle. This allows the BMS to wake up the OBC and the first target component via first and second CAN network messages after being woken up by the DC charging pile during DC charging. Then, the OBC is connected to the second target component (i.e., the component with hard-wire wake-up function that needs to be woken up during DC charging). This allows the OBC to wake up the second target component via hard-wire during DC charging. By incorporating the DC charging wake-up mechanism into the OBC wake-up process (which is only used during AC charging), the problems of existing wake-up methods being unsuitable for certain vehicle models and the inability to control the charging process from the vehicle end are solved. Furthermore, by sharing the hard-wire wake-up lines for both AC and DC charging, the overall vehicle cost is effectively reduced. Attached Figure Description

[0016] Figure 1 The diagram shown is a structural diagram of an electric vehicle charging control system provided in an embodiment of this utility model.

[0017] Figure 2 The diagram shows how the electric vehicle charging control system provided by this utility model wakes up the components required for DC charging during DC charging.

[0018] Figure 3 The diagram shown is a structural diagram of another electric vehicle charging control system provided in an embodiment of this utility model.

[0019] Figure 4 The diagram shows the state machine for AC charging implemented by an existing on-board charger.

[0020] Figure 5 The figure shows the state machine of the OBC when the electric vehicle charging control system provided in this embodiment of the present invention is used to control the charging of an electric vehicle. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] Understandably, the first and second DC charging wake-up solutions mentioned in the background section require all components that need to be woken up to have either CAN network wake-up or hard-wired wake-up functionality. Therefore, for some vehicle models using components lacking these functions, the components need to be replaced, increasing overall vehicle cost. Similarly, the third DC charging wake-up solution mentioned in the background section requires replacing the BMS in vehicles using BMSs with wake-up pins lacking hard-wired wake-up output, also increasing overall vehicle cost. As for the fourth DC charging wake-up solution mentioned in the background section, since it delegates the wake-up of components requiring hard-wired wake-up to the DC charging pile, the vehicle cannot directly control the timing of charging wake-up and sleep states, thus impacting the user experience.

[0023] The electric vehicle charging control system provided by this utility model aims to solve the above-mentioned problems. By having the BMS wake up by the DC charging pile via hard wire, the BMS wakes up the OBC, and then the OBC wakes up the components that need to be woken up via hard wire and are required during DC charging. This makes it possible to apply this electric vehicle charging control system to electric vehicles while maintaining cost advantages and the operability of the charging wake-up signal on the vehicle side. It eliminates the need for the BMS to have a wake-up pin with hard wire wake-up output, and makes it possible to use components with only one wake-up method, hard wire wake-up or CAN network wake-up, on the same vehicle model.

[0024] Based on the above, see Figure 1 , Figure 1 This is a structural diagram of an electric vehicle charging control system provided in this embodiment of the present invention. The structure of the electric vehicle charging control system provided in this embodiment may include: a power battery management system 1 and an on-board charger 2. The power battery management system 1 is connected to the first target component 3 and the on-board charger 2 respectively. When connected to the DC charging pile 4, it is woken up by the DC charging pile 4 and wakes up the on-board charger 2 and the first target component 3 respectively through the first CAN network message and the second CAN network message.

[0025] Specifically, the first target component 3 is a component on an electric vehicle that has a CAN network wake-up function and needs to be woken up during DC charging.

[0026] The on-board charger 2 is connected to the second target component 5 and is used to wake up the second target component 5 via a hard wire when DC charging the electric vehicle.

[0027] Specifically, the second target component 5 is a component on an electric vehicle that has a hard-wired wake-up function and needs to be woken up during DC charging.

[0028] It's understandable that electric vehicle charging can be divided into two types: AC charging and DC charging. When AC charging an electric vehicle, the on-board charger (OBC) typically wakes up the components that need to be activated during AC charging. Therefore, the AC charging process itself involves an AC charging wake-up circuit.

[0029] Based on this, see Figure 2 , Figure 2 This diagram illustrates the implementation method of waking up the components required for DC charging during DC charging, in order to apply the electric vehicle charging control system provided in this embodiment. (See diagram for details.) Figure 2 As shown, in this embodiment, the BMS is configured to connect to components on the electric vehicle that require wake-up during DC charging and only have CAN network wake-up functionality, and the OBC. The OBC is connected to components on the electric vehicle that require wake-up during DC charging and only have hard-wire wake-up functionality. This allows the BMS to be woken up by the DC charging pile via a hard-wire A+ signal during DC charging. The BMS can then wake up the OBC and other components that can be woken up via CAN network messages. The OBC then sends a wake-up signal to wake up the components that require hard-wire wake-up. In other words, during DC charging, the BMS is hard-wire-wake-up by the DC charging pile and then wakes up the OBC and other CAN network-wake-up components that need to be woken up during charging via CAN wake-up. Once woken up, the OBC sends a hard-wire wake-up signal to wake up the remaining components that can only be woken up via hard wire. This solves the problem that components with only hard-wire wake-up pins or only CAN network wake-up functionality cannot be used in the same vehicle model, and the problem that the BMS must have a wake-up pin with hard-wire wake-up output. Meanwhile, because the electric vehicle charging control system provided in this embodiment is applied to DC charging of electric vehicles, the hard-wire wake-up signal is issued through the OBC instead of the BMS, thus solving the problem of requiring the power battery to have a hard-wire wake-up signal output. Furthermore, when controlling the charging of a current-powered vehicle, the AC charging wake-up circuit inherent in the OBC is utilized, thereby avoiding additional costs to the entire vehicle and reducing overall vehicle costs.

[0030] In a preferred embodiment, when the electric vehicle is DC charged, the power battery management system continuously sends a first CAN network message to the on-board charger. The on-board charger responds to the first CAN network message, is woken up, and remains in standby mode.

[0031] In this embodiment, by continuously sending the first CAN network message to the OBC during DC charging of the electric vehicle, the OBC can remain in standby mode after being woken up. This effectively prevents the OBC from entering the charging state when AC and DC charging guns are plugged in at the same time, thus preventing damage to the power battery or backflow damage to the OBC and improving the safety of vehicle charging.

[0032] In a preferred embodiment, when the electric vehicle is DC charged, the first CAN network message contains preset information that marks the charging mode of the electric vehicle as DC charging.

[0033] In this embodiment, by using the first CAN network message used to wake up the OBC to contain information that the charging mode is DC charging, the OBC can wake up the second target component via hard wire and remain in standby mode after being woken up, instead of entering the wake-up process of AC charging.

[0034] In a preferred embodiment, such as Figure 3 As shown, the on-board charger 2 includes a self-test module 21; The self-test module 21 is connected to the power battery management system 1 and is used to perform a self-test on the on-board charger 2 after it is woken up.

[0035] In this embodiment, the self-test module in the OBC enables the OBC to perform a self-test and initialize itself after being woken up. If there are no problems with the self-test, the OBC enters a standby state, thereby improving the reliability of system operation.

[0036] In a preferred embodiment, such as Figure 3 As shown, the on-board charger 2 includes a first control module 22; The first control module 22 is connected to the self-test module 21 and is used to control the on-board charger 2 to switch to the fault state when there is a fault in the on-board charger 2.

[0037] In this embodiment, the first control module connected to the self-test module in the OBC enables the OBC to switch to a fault state and stop working when the self-test module detects a fault in the OBC, thereby improving the safety of system operation.

[0038] In a preferred embodiment, such as Figure 3 As shown, the on-board charger 2 includes a second control module 23; The second control module 23 is connected to the self-test module 21 and the AC charging hard-wire wake-up circuit 6 of the electric vehicle, respectively. When the on-board charger 2 is fault-free, it wakes up the second target component 5 through the AC charging hard-wire wake-up circuit 6 in response to the first CAN network message and keeps it in standby mode.

[0039] In this embodiment, the second control module, which is connected to the self-test module and the AC charging hard-wire wake-up circuit in the OBC, enables the second control module to continuously send a hard-wire wake-up signal to the second target component through the AC charging hard-wire wake-up circuit when the self-test module determines that the OBC is fault-free, and maintains a standby state.

[0040] In a preferred embodiment, such as Figure 3 As shown, the on-board charger 2 includes a third control module 24; The third control module 24 is connected to the AC charging hard-wire wake-up circuit 6 and the third target component 7 respectively. It is used to wake up the third target component 7 through the AC charging hard-wire wake-up circuit 6 and the third CAN network wake-up signal when the electric vehicle is AC charged, and to switch the on-board charger 2 to the charging state when the AC charging conditions are met. The third target component is the component on the electric vehicle that needs to be woken up during AC charging.

[0041] In this embodiment, the third control module in the OBC is connected to the AC charging hard-wire wake-up circuit and the third target component respectively, so that the third target component can be woken up through the AC charging hard-wire wake-up circuit when the electric vehicle is AC charged.

[0042] Furthermore, AC charging conditions typically include: the resistance signal CC and duty cycle signal CP sent by the AC charging gun meeting the requirements, the S2 switch being closed, and the first CAN network message sent by the BMS carrying a start charging command, etc., which are not specifically limited here.

[0043] In a preferred embodiment, such as Figure 3 As shown, the on-board charger 2 includes a fourth control module 25; The fourth control module 25 is connected to the power battery management system 1, the second control module 23 and the third control module 24 respectively. When any of the first preset conditions are met, the second control module 23 is triggered to control the on-board charger 2 to switch from the standby state to the charging end state; when any of the second preset conditions are met, the third control module 24 is triggered to control the on-board charger 2 to switch from the charging state to the charging end state mode. Specifically, the first preconditions include: The duration of the first CAN network message loss reaches the first preset duration; The first target instruction in the first CAN network message is not a start charging instruction, but a stop charging instruction or a stop charging instruction is received by the power battery management system. The first target instruction is an instruction related to charging. The second pre-defined condition includes: The duration of the second CAN network message loss reaches the second preset duration; The second target instruction in the second CAN network message is not a start charging instruction; the second target instruction is a charging-related instruction.

[0044] In this embodiment, the fourth control module, which is connected to the BMS, the second control module, and the third control module in the OBC, enables the OBC to be switched to the charging end state when the electric vehicle charging control system experiences a loss of the first CAN network message or when the instruction in the first CAN network message sent by the BMS to the OBC is not a start charging instruction. This achieves the function of controlling the charging process at the vehicle end.

[0045] Specifically, the first preset condition concerns the control of the OBC's state during DC charging of an electric vehicle. If the first CAN network message is lost for a duration equal to a first preset time (e.g., 5 seconds), it indicates a communication failure between the BMS and OBC, or other issues. In this case, switching the OBC from standby to charging-complete state protects both the power battery and the OBC. Conversely, if the first CAN network message is not lost, but the first target instruction in the message is not a start-charging instruction, and the BMS receives a stop-charging instruction or a stop-charging instruction, it indicates that the power battery is fully charged or charging has stopped due to some processing malfunction. In this case, switching the OBC from standby to charging-complete state also protects both the power battery and the OBC.

[0046] The second preset condition concerns the control of the OBC's state during AC charging of an electric vehicle. Specifically, if the second CAN network message is lost for a duration equal to the second preset time (e.g., 5 seconds), it indicates a communication failure between the BMS and OBC, or other issues. In this case, switching the OBC from charging to charging complete state also protects both the power battery and the OBC. Conversely, if the second CAN network message is not lost, but the second target command is not a start charging command, it indicates the charging process needs to be terminated. In this situation, the OBC should be switched from charging to charging complete state.

[0047] In some possible embodiments, when AC charging an electric vehicle, the fourth control module can trigger the third control module to switch the OBC to a reduced-power charging state if an over-temperature power limit fault occurs during charging. After the over-temperature power limit fault disappears, the OBC will resume charging to improve charging safety. Alternatively, the third control module can be triggered to switch the OBC to a charging pause state if over-temperature, input overvoltage, input undervoltage, or output overvoltage faults occur during charging. The OBC will then resume charging after the fault disappears, further improving charging safety.

[0048] In a preferred embodiment, such as Figure 3 As shown, the on-board charger 2 also includes a timing module 26; The timing module 26 is connected to the fourth control module 25 and is used to record the loss duration of the first CAN network message and the second CAN network message.

[0049] It should be noted that the underlying logic for AC charging in an on-board charger is a state machine, i.e., as... Figure 4 The diagram illustrates how the charging, pausing, power limiting, stopping, and hibernation of an electric vehicle are achieved through the transitions of components between various states.

[0050] The electric vehicle charging control system provided in the above embodiments changes the connection relationship between the BMS and the OBC, adding the DC charging judgment condition to the OBC's state machine. This ensures that the OBC also enters this state machine transition during DC charging, as shown in the example above. Figure 5 The state machine shown is the latest state of the OBC state machine, which incorporates the state determination during DC charging.

[0051] See also Figure 5 When using the electric vehicle charging control system provided in the above embodiments to control the charging of electric vehicles, the state machine of the OBC, its transition steps, and its implementation method are as follows: Sleep mode: During this stage, the OBC is in a sleep state and will automatically jump to the initialization state after being woken up by any signal. In addition to the original AC charging gun plug-in wake-up signal and the ON position power-on hard wire wake-up signal, a specific frame wake-up message sent by the BMS, namely the first CAN network message, is added to this stage. Therefore, after the BMS is woken up by the DC charging pile, it will continuously send this specific frame message to wake up the OBC when the vehicle is DC charging. Initialization: This stage is when the OBC performs a self-test and initializes. If a fault is found during this stage, it will immediately enter fault mode and terminate charging. If no problems are found during the self-test and initialization steps, it will jump to standby mode. Standby: Once the OBC has no problems with its self-test and reaches a rechargeable state, it will enter this state and wait for charging commands from the vehicle control system and BMS. During the normal OFF AC charging process, the OBC determines that the resistance signal CC and duty cycle signal CP sent by the AC charging gun meet the requirements. After the S2 switch is closed, it will send a hard-wired signal and a CAN network wake-up signal to wake up other components that need to be woken up during charging.

[0052] like Figure 5As shown, when applying the electric vehicle charging control system provided in the above embodiment, an OR condition is added to this hard-wired wake-up signal: a specific frame of the CAN network wake-up message sent by the BMS is received, and the charging mode status in the sent message is DC charging. This condition ensures that the OBC will also issue a hard-wired wake-up signal during DC charging.

[0053] Additionally, the standby state can enter either the charging state or the charging-complete state after certain conditions are met. It's important to note that the OBC's charging state specifically refers to AC charging. Therefore, the OBC only needs to transition from standby to charging during AC charging. During DC charging, the OBC only needs to remain in standby mode, continuously sending hard-wired wake-up signals until charging is complete. Thus, the conditions for transitioning from standby to charging only involve the relevant AC charging parameters, including the AC charging gun's resistance signal, duty cycle signal, AC input voltage value, and the start-charging command sent by the battery management system. During DC charging, the BMS will not send a start-charging command to prevent the on-board charger from entering the charging state when both AC and DC charging guns are plugged in simultaneously, which could damage the battery or cause reverse current to damage the on-board charger.

[0054] Furthermore, during DC charging, when the battery is fully charged or charging ends due to the charging station or other factors, the BMS sends a charging end message to the OBC, causing the OBC to directly enter the charging end state because the conditions for standby state → charging end state are met, and directly enters the sleep state after determining that it is not in the ON position.

[0055] In summary, the electric vehicle charging control system provided in the above embodiments enables the BMS to be hard-wired awakened by the DC charging pile during DC charging. It can then wake up the OBC and other components that can be woken up via the CAN network during charging through CAN wake-up. The OBC, after being woken up, sends a hard-wired wake-up signal to wake up the remaining components that can only be woken up via hard wire. This reduces the overall vehicle cost by sharing the hard-wired wake-up circuit for both AC and DC charging. Furthermore, while maintaining cost advantages and the vehicle-side operability of the charging wake-up signal, it makes it possible to use components with only one wake-up method (hard-wired or CAN network wake-up) on the same vehicle model.

[0056] In a preferred embodiment, this application also provides an electric vehicle, which includes a vehicle body and an electric vehicle charging control system as provided in any of the above embodiments. This results in a lower cost for the electric vehicle and eliminates the need for the components required for charging to entirely utilize components with hardwired wake-up functionality or CAN network wake-up functionality.

[0057] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0058] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0059] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0060] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0061] It should be understood that the qualifiers “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of this application.

[0062] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. An electric vehicle charging control system, characterized in that, include: Power battery management system and on-board charger; The power battery management system is connected to the first target component and the on-board charger respectively. When connected to a DC charging pile, it is woken up by the DC charging pile and wakes up the on-board charger and the first target component respectively through the first CAN network message and the second CAN network message. The first target component is a component on the electric vehicle that has CAN network wake-up function and needs to be woken up during DC charging. The on-board charger is connected to a second target component and is used to wake up the second target component via a hard wire when the electric vehicle is DC charged. The second target component is a component on the electric vehicle that has a hard wire wake-up function and needs to be woken up during DC charging.

2. The system according to claim 1, characterized in that, When the electric vehicle is DC charged, the power battery management system continuously sends the first CAN network message to the on-board charger; The on-board charger is awakened in response to the first CAN network message and remains in standby mode.

3. The system according to claim 2, characterized in that, When the electric vehicle is DC charged, the first CAN network message contains preset information, which marks the charging mode of the electric vehicle as DC charging.

4. The system according to claim 2, characterized in that, The on-board charger includes a self-test module; The self-test module is connected to the power battery management system and is used to perform a self-test on the on-board charger after the on-board charger is woken up.

5. The system according to claim 4, characterized in that, The on-board charger includes a first control module; The first control module is connected to the self-test module and is used to control the on-board charger to switch to a fault state when the on-board charger has a fault.

6. The system according to claim 4, characterized in that, The on-board charger includes a second control module; The second control module is connected to the self-test module and the AC charging hard-wire wake-up circuit of the electric vehicle, respectively. When the on-board charger is fault-free, it wakes up the second target component through the AC charging hard-wire wake-up circuit in response to the first CAN network message and maintains the standby state.

7. The system according to claim 6, characterized in that, The on-board charger includes a third control module; The third control module is connected to the AC charging hard-wire wake-up circuit and the third target component respectively. When the electric vehicle is AC charged, the third target component is woken up by the AC charging hard-wire wake-up circuit and the third CAN network wake-up signal. When the AC charging conditions are met, the on-board charger is switched to the charging state. The third target component is the component on the electric vehicle that needs to be woken up during AC charging.

8. The system according to claim 7, characterized in that, The on-board charger includes a fourth control module; The fourth control module is connected to the power battery management system, the second control module, and the third control module respectively. It is used to trigger the second control module to control the on-board charger to switch from the standby state to the charging end state when any first preset condition is met; and to trigger the third control module to control the on-board charger to switch from the charging state to the charging end state mode when any second preset condition is met. The first preset conditions include: The duration of the first CAN network message loss reaches the first preset duration; The first target instruction in the first CAN network message is not a start charging instruction, but is received by the power battery management system as an end charging instruction or a stop charging instruction. The first target instruction is an instruction related to charging. The second preset condition includes: The duration of the second CAN network message loss reaches the second preset duration; The second target instruction in the second CAN network message is not a start charging instruction, but a charging-related instruction.

9. The system according to claim 8, characterized in that, The on-board charger also includes a timing module; The timing module is connected to the fourth control module and is used to record the loss duration of the first CAN network message and the second CAN network message.

10. An electric vehicle, characterized in that, It includes the vehicle body and the electric vehicle charging control system as described in any one of claims 1 to 9.

Images