Charging processing method and related apparatus

Abstract

A charging processing method, comprising: a charger (101) used for charging a vehicle (102) receiving information indicating the insulation situation of the vehicle; and when the insulation situation of the vehicle indicates insulation, the charger sending charger identification information, wherein the charger identification information is used by the vehicle to identify the charger. By means of the present solution, charging for a traction battery of a vehicle can be quickly started. Further disclosed are a charger used for implementing the charging processing method, a vehicle, and a computer-readable storage medium and a computer program product, which execute the charging processing method.

Description

Charging processing method and related devices

[0001] This application claims priority to Chinese Patent Application No. 202410910347.3, filed on July 8, 2024, entitled “Charging Processing Method and Related Apparatus”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle charging technology, specifically to charging processing methods and related devices. Background Technology

[0003] New energy vehicles have gained popularity due to their advantages such as energy conservation and emission reduction, high driving efficiency, and superior driving experience, leading to their increasing widespread adoption. However, as users demand a better user experience, their requirements for new energy vehicles are also rising. In particular, they are placing higher demands on vehicle charging capabilities. Rapid charging of the vehicle's battery is one of the key requirements. Summary of the Invention

[0004] This application provides a charging processing method and related apparatus that reduces the time between the charger and the vehicle completing the physical connection and actually starting the charging process, thereby enabling rapid initiation of charging of the vehicle's power battery.

[0005] In a first aspect, this application provides a charging processing method, characterized in that the method includes: a charger receiving first information. The first information indicates the insulation status of a vehicle. The charger is used to charge the vehicle. When the insulation status of the vehicle is indicated as insulation, the charger sends charger identification information. The charger identification information is used by the vehicle to identify the charger.

[0006] Optionally, the aforementioned first information is carried in the second PBHM received by the aforementioned charger.

[0007] In existing vehicle charging protocol standards, after the charger and vehicle physically connect and initiate a handshake via the charger handshake message (CHM) and battery management system handshake message (BMS handshake message (BHM), the charger must perform an insulation test. Only after the insulation test passes will the charger send a CRM message to the vehicle to continue the subsequent charging initiation process. This insulation test by the charger is time-consuming, extending the charging initiation time. In the proposed solution, the charger can obtain the vehicle's latest insulation status and confirm that the vehicle is insulated before sending charger identification information to the vehicle to proceed with the subsequent process. This saves the insulation test time of existing chargers, reduces the time between the charger and vehicle completing the physical connection and actually starting charging, and achieves rapid vehicle charging initiation.

[0008] In one possible implementation, the insulation status of the vehicle is the result of a conventional insulation test. The method further includes: the charger receiving second information. This second information indicates the result of a rapid insulation test performed on the vehicle, where the rapid insulation test takes less time than the conventional insulation test.

[0009] The aforementioned charger sending charger identification information when the insulation condition of the aforementioned vehicle is indicated as insulation includes: when the insulation condition of the aforementioned vehicle is indicated as insulation and the detection result of the aforementioned rapid insulation test indicates that the test has passed, the aforementioned charger sends charger identification information.

[0010] Optionally, the aforementioned second information is carried in the first private battery management system handshake message (PBHM) received by the aforementioned charger.

[0011] In the above scheme, to further ensure the safety of the charging process, the vehicle can also perform a rapid insulation test and send the results to the charger. The charger only proceeds with the charging process after confirming that both the regular and rapid insulation tests are successful. This rapid insulation test is faster than the regular insulation test, and overall, compared to existing vehicle charging protocol standards, it still reduces the time between the charger and the vehicle completing the physical connection and actually starting charging, achieving rapid initiation of vehicle charging.

[0012] In one possible implementation, before the charger receives the second information, the process further includes: the charger sending a third information. The third information indicates that the vehicle is permitted to perform a rapid insulation test.

[0013] Optionally, the aforementioned third information is carried in the private charger handshake message (PCHM) sent by the aforementioned charger.

[0014] In the above scheme, since the vehicle and the charger are connected together, the vehicle performs a rapid insulation test only when the charger allows it. This serves two purposes: firstly, it informs the vehicle that the charger is ready to cooperate in performing the rapid insulation test; secondly, it avoids some unknown safety hazards.

[0015] In one possible implementation, the insulation condition of the vehicle is the result of a conventional insulation test. The method further includes: if the insulation condition of the vehicle is indicated as unknown or failed, the charger sends third information. This third information indicates that a rapid insulation test is permitted for the vehicle, and the rapid insulation test has a shorter testing time than the conventional insulation test.

[0016] In the above scheme, when the insulation condition of the vehicle is unknown or has failed, the charger can instruct the vehicle to perform a rapid insulation test so that the insulation condition can be quickly determined and the vehicle can quickly enter the subsequent charging stage.

[0017] In one possible implementation, the aforementioned sending of charger identification information when the insulation condition of the aforementioned vehicle is indicated as insulation includes: the aforementioned charger sending charger identification information when both the insulation condition of the aforementioned charger and the insulation condition of the aforementioned vehicle are indicated as insulation.

[0018] In the above scheme, the charger itself also stores its own insulation status. The charger only sends charger identification information to the vehicle to proceed with subsequent processes after confirming that both the charger and the vehicle are insulated. This further ensures safety during the subsequent charging process.

[0019] In one possible implementation, the aforementioned method further includes: when the insulation condition of the aforementioned vehicle is indicated as insulation and the insulation condition of the aforementioned charger is not insulation, the aforementioned charger performs an insulation detection operation; when the result of the aforementioned insulation detection indicates insulation, the aforementioned charger sends charger identification information.

[0020] In the above scheme, if the charger detects that its insulation status indicates non-insulation, it can re-perform an insulation test to avoid misjudgment that could prevent timely charging. Only after passing the insulation test will the charger send identification information to continue the subsequent charging process. This effectively reduces the safety risks caused by leakage during subsequent charging and avoids misjudgment that could prevent timely charging of the vehicle.

[0021] In one possible implementation, the method further includes: during the charging process of the vehicle, the charger receives fourth information. The fourth information instructs the vehicle to stop insulation testing, or instructs the charger to perform insulation testing. The charger performs an insulation testing operation in response to the fourth information and saves the insulation testing results.

[0022] In the above scheme, insulation testing and charging are two independent processes. Since the vehicle is connected to high-voltage electricity, routine insulation testing is performed in real time. However, the charger and vehicle are connected via a charging cable; if they were to perform insulation testing simultaneously, interference would occur. Therefore, in the above scheme, the vehicle can stop its own routine insulation testing and notify the charger, allowing the charger to perform its own insulation testing and obtain the latest insulation status in a timely manner, preventing the charger from being unable to perform insulation testing after charging stops.

[0023] In one possible implementation, the method further includes: during the charging process of the vehicle, the charger sends a fifth message. The fifth message instructs the charger to stop insulation testing, or instructs the vehicle to perform insulation testing.

[0024] In the above scheme, the charger can inform the vehicle that the charger side has stopped insulation testing, and instruct the vehicle to continue insulation testing to protect the vehicle's safety.

[0025] In one possible implementation, the aforementioned fifth piece of information is carried in the charger charging status CCS message sent by the aforementioned charger.

[0026] In the above scheme, existing CCS messages are reused to send the fifth piece of information, which is convenient to implement and reduces implementation costs.

[0027] In one possible implementation, the aforementioned fourth information is carried in the battery charge total status (BCS) message received by the aforementioned charger.

[0028] In the above scheme, existing BCS messages are reused to send the fourth information, which is convenient to implement and reduces implementation costs.

[0029] In one possible implementation, the aforementioned BCS message also includes the insulation test results of the aforementioned vehicle.

[0030] In the above scheme, during the charging process, the vehicle's insulation test results can also be sent to the charger via BCS messages, so that the charger can know the vehicle's insulation test results in a timely manner and prevent charging accidents from occurring.

[0031] Secondly, this application provides a charging process method, the method comprising:

[0032] The vehicle sends a first message. The first message indicates the insulation status of the vehicle.

[0033] When the insulation status of the aforementioned vehicle is indicated as "insulation," the aforementioned vehicle receives charger identification information. This charger identification information is used by the aforementioned vehicle to identify the aforementioned charger. The aforementioned charger is used to charge the aforementioned vehicle.

[0034] Optionally, the aforementioned first information is carried in the second PBHM sent by the aforementioned vehicle.

[0035] In the above solution, the vehicle informs the charger of its latest insulation status. Once the charger confirms the vehicle is insulated, it sends charger identification information to the vehicle to proceed with subsequent processes. This saves the insulation testing time required by existing chargers and enables rapid initiation of vehicle charging.

[0036] In one possible implementation, the insulation status of the aforementioned vehicle is the result of a conventional insulation test. The method further includes: the vehicle performing a rapid insulation test to obtain the test result. The rapid insulation test takes less time than the conventional insulation test. The vehicle then sends a second message indicating the result of the rapid insulation test.

[0037] The aforementioned receipt of charger identification information by the aforementioned vehicle when the insulation condition of the aforementioned vehicle is indicated as insulation includes: when the insulation condition of the aforementioned vehicle is indicated as insulation and the detection result of the aforementioned rapid insulation test indicates that the test has passed, the aforementioned vehicle receives charger identification information.

[0038] Optionally, the aforementioned second information is carried in the first private battery management system handshake message (PBHM) received by the aforementioned vehicle.

[0039] In the above scheme, to further ensure the safety of the charging process, the vehicle can also perform a rapid insulation test and send the results to the charger. The charger only proceeds with the charging process after confirming that both the regular and rapid insulation tests are successful. This rapid insulation test is faster than the regular insulation test, and overall, compared to existing vehicle charging protocol standards, it still reduces the time between the charger and the vehicle completing the physical connection and actually starting charging, achieving rapid initiation of vehicle charging.

[0040] In one possible implementation, before the vehicle performs the rapid insulation test, the method further includes: the vehicle receiving third information. The third information indicates that the vehicle is permitted to perform the rapid insulation test.

[0041] Optionally, the aforementioned third information is carried in the private charger handshake message (PCHM) received by the aforementioned vehicle.

[0042] In the above scheme, since the vehicle and the charger are connected together, the vehicle performs a rapid insulation test only when the charger allows it. This serves two purposes: firstly, it informs the vehicle that the charger is ready to cooperate in performing the rapid insulation test; secondly, it avoids some unknown safety hazards.

[0043] In one possible implementation, the insulation condition of the vehicle is the result of a conventional insulation test. The method further includes: if the insulation condition of the vehicle indicates unknown or failed, the vehicle receives third information. This third information indicates that the vehicle can perform a rapid insulation test, the rapid insulation test having a shorter testing time than the conventional insulation test.

[0044] In the above scheme, when the insulation condition of the vehicle is unknown or has failed, the charger can instruct the vehicle to perform a rapid insulation test so that the insulation condition can be quickly determined and the vehicle can quickly enter the subsequent charging stage.

[0045] In one possible implementation, the positive terminal of the DC voltage output by the aforementioned charger is connected to the first terminal of the first switch, the second terminal of the aforementioned first switch is connected to the power battery of the aforementioned vehicle, the negative terminal of the aforementioned DC voltage is connected to the first terminal of the second switch, and the second terminal of the aforementioned second switch is connected to the aforementioned power battery.

[0046] The aforementioned vehicle performs a rapid insulation test, and the test results are obtained by: after controlling one of the aforementioned first switch and the aforementioned second switch to close and the other to open, detecting a first voltage at the positive terminal of the aforementioned DC voltage and detecting a second voltage at the negative terminal of the aforementioned DC voltage. The aforementioned test results are determined based on the aforementioned first voltage and the aforementioned second voltage.

[0047] The above solution utilizes two existing switches and voltage sampling operations. By controlling one switch to close and the other to open, the voltage at the positive and negative terminals of the DC voltage is detected to determine the vehicle's insulation status. This method is simple and fast, thus accelerating the acquisition of vehicle insulation results. Furthermore, it requires no additional components, saving costs.

[0048] In one possible implementation, determining the detection result based on the first voltage and the second voltage includes: if the voltage difference between the first voltage and the second voltage is greater than a first threshold, determining the detection result as a pass; or, if the voltage difference between the first voltage and the second voltage is less than a second threshold, determining the detection result as a fail.

[0049] In the above scheme, if the difference between the first voltage and the second voltage is greater than a preset first threshold (including cases where the two voltages are not equal), it indicates that there is no leakage or short circuit, meaning the vehicle is insulated. Conversely, if the difference between the two voltages is less than a preset second threshold (including cases where the two voltages are equal), it indicates that there is leakage or short circuit between the positive and negative terminals, posing a risk of non-insulation. This scheme obtains the insulation detection result simply by comparing the voltage difference with the threshold, making it simple and convenient.

[0050] In one possible implementation, the aforementioned method further includes: if the voltage difference between the aforementioned first voltage and the aforementioned second voltage is less than a second threshold, determining that a short circuit has occurred between the positive terminal and the negative terminal of the aforementioned DC voltage.

[0051] In the above scheme, the two voltages obtained by the rapid insulation detection can also be used to determine whether there is a short circuit between the positive and negative poles of the DC voltage, achieving two goals at once.

[0052] In one possible implementation, the method further includes: during the charging process of the vehicle by the charger, the vehicle sends a fourth message. The fourth message instructs the vehicle to stop insulation testing, or instructs the charger to perform insulation testing.

[0053] In the above scheme, insulation testing and charging are two independent processes. Since the vehicle is connected to high-voltage electricity, routine insulation testing is performed in real time. However, the charger and vehicle are connected via a charging cable; if they were to perform insulation testing simultaneously, interference would occur. Therefore, in the above scheme, the vehicle can stop its own routine insulation testing and notify the charger, allowing the charger to perform its own insulation testing and obtain the latest insulation status in a timely manner, preventing the charger from being unable to perform insulation testing after charging stops.

[0054] In one possible implementation, the method further includes: the vehicle receiving fifth information. The fifth information instructs the charger to stop insulation testing, or instructs the vehicle to perform insulation testing. The vehicle performs an insulation testing operation in response to the fifth information.

[0055] In the above scheme, the charger can inform the vehicle that the charger side has stopped insulation testing, and instruct the vehicle to continue insulation testing to protect the vehicle's safety.

[0056] In one possible implementation, the aforementioned fifth piece of information is carried in the charger charging status CCS message received by the vehicle.

[0057] In the above scheme, existing CCS messages are reused to send the fifth piece of information, which is convenient to implement and reduces implementation costs.

[0058] In one possible implementation, the aforementioned fourth information is carried in the Battery Charge Status (BCS) message sent by the aforementioned vehicle.

[0059] In the above scheme, existing BCS messages are reused to send the fourth information, which is convenient to implement and reduces implementation costs.

[0060] In one possible implementation, the aforementioned BCS message also includes the insulation test results of the aforementioned vehicle.

[0061] In the above scheme, during the charging process, the vehicle's insulation test results can also be sent to the charger via BCS messages, so that the charger can know the vehicle's insulation test results in a timely manner and prevent charging accidents from occurring.

[0062] Thirdly, this application provides a charger, which includes:

[0063] A receiving unit is configured to receive first information. The first information indicates the insulation status of the vehicle. The charger is configured to charge the vehicle.

[0064] The transmitting unit is configured to transmit charger identification information when the insulation condition of the aforementioned vehicle is indicated as insulating. The charger identification information is used by the aforementioned vehicle to identify the aforementioned charger.

[0065] Optionally, the aforementioned first information is carried in the second PBHM received by the aforementioned charger.

[0066] In one possible implementation, the insulation status of the aforementioned vehicle is the result of a conventional insulation test. The aforementioned receiving unit is further configured to receive second information. The second information indicates the result of a rapid insulation test performed on the aforementioned vehicle, wherein the rapid insulation test takes less time than the conventional insulation test.

[0067] The aforementioned transmitting unit is specifically used to: transmit charger identification information when the insulation condition of the aforementioned vehicle is indicated as insulation and the detection result of the aforementioned rapid insulation test indicates that the test has passed.

[0068] Optionally, the aforementioned second information is carried in the first private battery management system handshake message (PBHM) received by the aforementioned charger.

[0069] In one possible implementation, the aforementioned transmitting unit is further configured to transmit third information before the aforementioned receiving unit receives the second information. The aforementioned third information indicates that the aforementioned vehicle is permitted to perform a rapid insulation test.

[0070] Optionally, the aforementioned third information is carried in the private charger handshake message (PCHM) sent by the aforementioned charger.

[0071] In one possible implementation, the insulation condition of the aforementioned vehicle is the result of a conventional insulation test. The aforementioned transmitting unit is further configured to: transmit third information if the insulation condition of the aforementioned vehicle is indicated as unknown or failed. The aforementioned third information indicates that the aforementioned vehicle is permitted to undergo a rapid insulation test, the detection time of which is shorter than the detection time of the conventional insulation test.

[0072] In one possible implementation, the aforementioned transmitting unit is specifically used to: transmit charger identification information when both the insulation condition of the aforementioned charger and the insulation condition of the aforementioned vehicle are indicated as insulation.

[0073] In one possible implementation, the aforementioned charger further includes an execution unit for: performing an insulation detection operation when the insulation condition of the aforementioned vehicle indicates insulation and the insulation condition of the aforementioned charger is not insulation; and sending charger identification information when the result of the aforementioned insulation detection indicates insulation.

[0074] In one possible implementation, the receiving unit is further configured to: receive fourth information during the charging process of the aforementioned charger for the aforementioned vehicle. The fourth information instructs the aforementioned vehicle to stop insulation testing, or instructs the aforementioned charger to perform insulation testing. The aforementioned charger further includes an execution unit and a storage unit, the execution unit being configured to perform an insulation testing operation in response to the aforementioned fourth information, and the storage unit being configured to store the insulation testing results.

[0075] In one possible implementation, the aforementioned sending unit is further configured to: send a fifth message during the charging process of the aforementioned charger for the aforementioned vehicle. The aforementioned fifth message instructs the aforementioned charger to stop insulation detection, or instructs the aforementioned vehicle to perform insulation detection.

[0076] In one possible implementation, the aforementioned fifth piece of information is carried in the charger charging status CCS message sent by the aforementioned charger.

[0077] In one possible implementation, the aforementioned fourth information is carried in the battery charge total status (BCS) message received by the aforementioned charger.

[0078] In one possible implementation, the aforementioned BCS message also includes the insulation test results of the aforementioned vehicle.

[0079] Fourthly, this application provides a vehicle comprising:

[0080] A transmitting unit is used to transmit first information. The first information indicates the insulation status of the vehicle.

[0081] The receiving unit is configured to receive charger identification information when the insulation condition of the aforementioned vehicle is indicated as insulating. The charger identification information is used by the aforementioned vehicle to identify the aforementioned charger. The aforementioned charger is used to charge the aforementioned vehicle.

[0082] Optionally, the aforementioned first information is carried in the second PBHM sent by the aforementioned vehicle.

[0083] In one possible implementation, the insulation status of the aforementioned vehicle is the result of a conventional insulation test. The vehicle further includes a processing unit for: performing a rapid insulation test and acquiring the test result. The rapid insulation test takes less time than the conventional insulation test. The vehicle sends second information indicating the result of the rapid insulation test.

[0084] The aforementioned receiving unit is specifically used to: when the insulation condition of the aforementioned vehicle is indicated as insulation and the detection result of the aforementioned rapid insulation test indicates that the test has passed, the aforementioned vehicle receives charger identification information.

[0085] Optionally, the aforementioned second information is carried in the first private battery management system handshake message (PBHM) received by the aforementioned vehicle.

[0086] In one possible implementation, the receiving unit is further configured to receive third information before the processing unit performs the rapid insulation detection operation. The third information indicates that the vehicle is permitted to perform the rapid insulation detection.

[0087] Optionally, the aforementioned third information is carried in the private charger handshake message (PCHM) received by the aforementioned vehicle.

[0088] In one possible implementation, the insulation condition of the aforementioned vehicle is the result of a conventional insulation test. The receiving unit is further configured to: receive third information if the insulation condition of the aforementioned vehicle indicates unknown or failed. The third information indicates that a rapid insulation test is permitted for the aforementioned vehicle, and the detection time of the rapid insulation test is shorter than the detection time of the conventional insulation test.

[0089] In one possible implementation, the positive terminal of the DC voltage output by the aforementioned charger is connected to the first terminal of the first switch, the second terminal of the aforementioned first switch is connected to the power battery of the aforementioned vehicle, the negative terminal of the aforementioned DC voltage is connected to the first terminal of the second switch, and the second terminal of the aforementioned second switch is connected to the aforementioned power battery.

[0090] The aforementioned processing unit is specifically used to: after controlling one of the aforementioned first switch and the aforementioned second switch to close and the other to open, detect a first voltage at the positive terminal of the aforementioned DC voltage and detect a second voltage at the negative terminal of the aforementioned DC voltage. The detection result is determined based on the aforementioned first voltage and the aforementioned second voltage.

[0091] In one possible implementation, the aforementioned processing unit is specifically used to: determine that the detection result is a pass if the voltage difference between the aforementioned first voltage and the aforementioned second voltage is greater than a first threshold; or, determine that the detection result is a fail if the voltage difference between the aforementioned first voltage and the aforementioned second voltage is less than a second threshold.

[0092] In one possible implementation, the aforementioned processing unit is further configured to: determine that a short circuit has occurred between the positive terminal and the negative terminal of the aforementioned DC voltage when the voltage difference between the aforementioned first voltage and the aforementioned second voltage is less than a second threshold.

[0093] In one possible implementation, the aforementioned transmitting unit is further configured to: transmit a fourth message during the charging process of the aforementioned charger for the aforementioned vehicle. The aforementioned fourth message instructs the aforementioned vehicle to stop insulation testing, or instructs the aforementioned charger to perform insulation testing.

[0094] In one possible implementation, the receiving unit is further configured to: receive fifth information. The fifth information instructs the charger to stop insulation testing, or instructs the vehicle to perform insulation testing. The vehicle performs an insulation testing operation in response to the fifth information.

[0095] In one possible implementation, the aforementioned fifth piece of information is carried in the charger charging status CCS message received by the vehicle.

[0096] In one possible implementation, the aforementioned fourth information is carried in the Battery Charge Status (BCS) message sent by the aforementioned vehicle.

[0097] In one possible implementation, the aforementioned BCS message also includes the insulation test results of the aforementioned vehicle.

[0098] Fifthly, this application provides a charger including a processor and a memory. The memory is coupled to the processor, and when the processor executes a computer program or computer instructions stored in the memory, it can implement the method described in any of the first aspects above. The charger may also include a communication interface for communicating with other chargers. Exemplarily, the communication interface may be a transceiver, circuit, bus, module, or other type of communication interface.

[0099] In one possible implementation, the charger may include:

[0100] Memory is used to store computer programs or computer instructions;

[0101] The processor is configured to: receive first information via a communication interface. The first information indicates the insulation status of the vehicle. The charger is configured to charge the vehicle. If the insulation status of the vehicle is indicated as insulated, the processor sends charger identification information via the communication interface. The charger identification information is used by the vehicle to identify the charger.

[0102] It should be noted that the computer programs or instructions in the memory of this application can be pre-stored or downloaded from the Internet and stored when using the charger. This application does not specifically limit the source of the computer programs or instructions in the memory. The coupling in the embodiments of this application is an indirect coupling or connection between devices, units, or modules, which can be electrical, mechanical, or other forms, for information interaction between devices, units, or modules.

[0103] Sixthly, this application provides a vehicle including a processor and a memory. The memory is coupled to the processor, and when the processor executes a computer program or computer instructions stored in the memory, it can implement the methods described in any of the second aspects above. The vehicle may also include a communication interface for communicating with other vehicles; exemplaryly, the communication interface may be a transceiver, circuit, bus, module, or other type of communication interface.

[0104] In one possible implementation, the vehicle may include:

[0105] Memory is used to store computer programs or computer instructions;

[0106] The processor is configured to: transmit first information via a communication interface, wherein the first information indicates the insulation status of the vehicle; and, if the insulation status of the vehicle is indicated as insulating, receive charger identification information via the communication interface. The charger identification information is used by the vehicle to identify the charger. The charger is used to charge the vehicle.

[0107] It should be noted that the computer programs or instructions in the memory of this application can be pre-stored or downloaded from the Internet and stored when the vehicle is used. This application does not specifically limit the source of the computer programs or instructions in the memory. The coupling in the embodiments of this application is an indirect coupling or connection between devices, units, or modules, which can be electrical, mechanical, or other forms, for information interaction between devices, units, or modules.

[0108] In a seventh aspect, this application provides a computer-readable storage medium storing a computer program or computer instructions that are executed by a processor to implement the method described in any of the first aspects above.

[0109] Eighthly, this application provides a computer-readable storage medium storing a computer program or computer instructions that are executed by a processor to implement the method described in any of the second aspects above.

[0110] Ninthly, this application provides a computer program product that, when executed by a processor, implements the method described in any of the first aspects above.

[0111] In a tenth aspect, this application provides a computer program product that, when executed by a processor, implements the method described in any of the second aspects above.

[0112] The solutions provided in the third to tenth aspects above are used to implement or cooperate with the methods provided in the first or second aspects above, and therefore can achieve the same or corresponding beneficial effects as the methods in the first or second aspects, which will not be elaborated here. Attached Figure Description

[0113] Figure 1 is a schematic diagram of the system architecture provided in an embodiment of this application;

[0114] Figure 2 shows a schematic diagram of the electrical connection between the charger and the vehicle provided in an embodiment of this application;

[0115] Figure 3 shows a schematic diagram of the charging interaction process in the existing protocol;

[0116] Figure 4 is a schematic diagram of the method flow provided in an embodiment of this application;

[0117] Figure 4A shows a schematic diagram of a charging interaction process provided in an embodiment of this application;

[0118] Figure 5 shows another charging interaction process provided in an embodiment of this application;

[0119] Figures 6 to 9 are schematic diagrams of the device structure provided in the embodiments of this application. Detailed Implementation

[0120] In this application embodiment, "multiple" refers to two or more. In this application embodiment, "and / or" is used to describe the association relationship of related objects, indicating three relationships that can exist independently. For example, A and / or B can mean: A exists alone, B exists alone, or A and B exist simultaneously. The description methods used in this application embodiment, such as "at least one of a1, a2, ... and an (or at least one of them)," include the case where any one of a1, a2, ... and an exists alone, as well as the case where any combination of any multiple of a1, a2, ... and an exists alone. Each case can exist alone. For example, the description method of "at least one of a, b, and c" includes the cases where a, b, c, a and b combined, a and c combined, b and c combined, or a, b, and c combined.

[0121] In this application, the terms "first," "second," etc., are used to distinguish identical or similar items with substantially the same function. It should be understood that there is no logical or temporal dependency between "first," "second," and "nth," nor does it limit the quantity or order of execution. It should also be understood that although the following description uses the terms "first," "second," etc., to describe various elements, these elements should not be limited by the terms. These terms are merely used to distinguish one element from another.

[0122] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0123] First, let's exemplarily describe the system architecture involved in the embodiments of this application. For example, as shown in Figure 1, the system architecture may include a charger 101 and a vehicle 102. The charger 101 and the vehicle 102 are connected via a power supply interface, a charging interface, and a cable 103. The power supply interface includes a power socket 104 and a power plug 105, and the charging interface includes a vehicle socket 106 and a vehicle plug 107. The power plug 105 and the vehicle plug 107 are respectively connected to the two ends of the cable 103. The power socket 104 is located on the charger 101, and the vehicle socket 106 is located on the vehicle 102. The power plug 105 is used to connect to the power socket 104, and the vehicle plug 107 is used to connect to the vehicle socket 106. After the connection between the charger 101 and the vehicle 102 is completed, they can communicate. Furthermore, the charger 101 can also charge the vehicle 102.

[0124] For example, the vehicle 102 described above can be an electric vehicle or a new energy vehicle such as a hybrid vehicle. This application embodiment mainly addresses the scenario of DC charging of vehicle 102. For easier understanding of the electrical principle of charger 101 DC charging vehicle 102, please refer to Figure 2 for an example.

[0125] As shown in Figure 2, the charger 101 may include an alternating current (AC) / direct current (DC) converter, a charger controller, an auxiliary power supply, four switches (K1, K2, K3, and K4), a resistor R1, and a device ground. The vehicle 102 may include a vehicle controller, a power battery, two switches (K5 and K6), a resistor R5, and a vehicle ground. The vehicle plug 107 includes resistors R2 and R3, and switch S. When the vehicle plug 107 is fully connected to the vehicle socket 106, switch S closes. The vehicle socket 106 includes resistor R4. The specific connection relationships of these devices are shown in Figure 2. The physical connection of the vehicle plug 107 and the vehicle socket 106 achieves the electrical connection between them as shown in Figure 2. The electrical connection and control flow shown in Figure 2 comply with the requirements of current standards and will not be described in detail further.

[0126] For example, the switch mentioned above may be a contactor, semiconductor switch or relay, or other switching device that can realize circuit on / off control. This application embodiment does not limit this.

[0127] Furthermore, in Figure 2 above, according to current standards, DC+ represents the positive terminal of the DC voltage, and DC- represents the negative terminal. The CC1 signal is used by the charger 101 to determine whether the vehicle plug 107 and vehicle socket 106 are connected. The CC2 signal is used by the vehicle to determine whether the vehicle plug 107 and vehicle socket 106 are connected. S+ and S- are controller area network (CAN) signal channels used for communication between the charger 101 and the vehicle 102. A+ and A- are auxiliary power output terminals. That is, the charger 101 can provide auxiliary power to the vehicle 102 through A+ and A-, and the vehicle 102 can decide whether to use it according to actual needs.

[0128] For example, the vehicle controller may include a battery management system (BMS). The vehicle 102 can communicate with the charger 101 through the BMS. For example, the vehicle controller may also include a vehicle control unit (VCU). The VCU can be used to assist the BMS in charging the power battery or detecting faults, etc., and this application embodiment does not limit this.

[0129] It is understood that the electrical connection system shown in Figure 2 above is merely an example. In one possible implementation, the electrical connection system shown in Figure 2 may also include other circuits. For example, it may also include circuits for implementing insulation detection of the charger and / or power battery, etc., which are not limited in this embodiment.

[0130] As described above, this application mainly addresses the scenario of DC charging for vehicle 102. However, according to the currently implemented charging protocol standard, the DC charging start-up time is relatively long, requiring a wait of ten to twenty seconds before charging of vehicle 102 actually begins. For ease of understanding, the process shown in Figure 3 will be used as an example below.

[0131] After the charger 101 and vehicle 102 are physically connected via cable 103, the process shown in Figure 3 begins. Specifically, the charger 101 and vehicle 102 first perform CC1 and CC2 checks respectively to determine whether the vehicle plug 107 and vehicle socket 106 are connected. After confirming the connection, the charger 101 locks the electronic lock to prevent the plug from falling off during subsequent charging. Then, optionally, the charger 101 closes switches K3 and K4 to output auxiliary power voltage to vehicle 102, thereby providing low-voltage power to the vehicle controller in vehicle 102. For example, as shown in Figure 2, the charger controller can control the closing of switches K3 and K4. In another possible implementation, the vehicle controller may not require the auxiliary power voltage output by the charger 101 for power supply; instead, the vehicle 102's own auxiliary power supply can be used to provide low-voltage power to the vehicle controller. The specific choice depends on the actual application requirements, and this embodiment does not impose any limitations on this.

[0132] After the vehicle controller is powered on, the charger 101 and vehicle 102 enter the charging handshake phase. The charging handshake phase includes a handshake initiation phase and a handshake identification phase. During the handshake initiation phase, the charger 101 can send a charger handshake message (CHM) to the vehicle 102. Upon receiving the CHM, the vehicle 102 can send a BMS handshake message (BHM) to the charger 101 to initiate the handshake between the two parties. The charger 101 and vehicle 102 exchange messages through their respective controllers. For example, as shown in Figure 2, the charger controller in the charger 101 and the vehicle controller in the vehicle 102 exchange messages through the S+ and S- CAN signal channels. Subsequent message exchanges between the charger 101 and vehicle 102 follow the same principle and will not be described further.

[0133] After the handshake initiation phase is completed, the charger 101 must first perform an insulation test. However, this insulation test is time-consuming, requiring tens of seconds or even more than twenty seconds. Only after the insulation test passes, indicating that the device is in an insulating state, does the handshake identification phase begin. During the handshake identification phase, the charger 101 sends a charger recognition message (CRM) to the vehicle 102. Upon receiving the CRM, the vehicle 102 can send a BMS recognition message (BRM) to the charger 101. Through the CRM and BRM, bidirectional identification between the charger 101 and the vehicle 102 can be achieved, confirming the correctness of the communication link between the charger and the vehicle. This embodiment of the application will not elaborate further on this aspect.

[0134] Once the aforementioned handshake identification phase is completed, the charging handshake phase between the charger 101 and the vehicle 102 is finished. Then, the charger 101 and the vehicle 102 perform parameter configuration to enter the charging phase. This embodiment of the application will not elaborate on this step.

[0135] As described above, during the process from the completion of physical connection between the charger 101 and the vehicle 102 to the start of the charging phase, the insulation detection of the charger 101 takes a relatively long time, thus prolonging the time to enter the charging phase. To reduce the time between the completion of physical connection and the actual charging process between the charger 101 and the vehicle 102, this application provides a charging processing method and related apparatus. These are described below by way of example.

[0136] Figure 4 illustrates a flowchart of a charging method provided in an embodiment of this application. This method may include, but is not limited to, the following steps.

[0137] S401, The vehicle sends a first message to the charger; the first message indicates the insulation status of the vehicle.

[0138] For example, the charger may be the charger 101 shown in FIG1 above. The charger is used to charge a vehicle. The vehicle may be, for example, the vehicle 102 shown in FIG1 above. The charger and the vehicle can be connected by a charging cable, which may be, for example, the cable 103 shown in FIG1 above.

[0139] For example, the operations performed by the vehicle as described later can be performed by a vehicle controller in the vehicle (e.g., see the vehicle controller shown in Figure 2). The operations performed by the charger as described later can be performed by a charger controller in the charger (e.g., see the charger controller shown in Figure 2).

[0140] In specific implementation, the vehicle itself can perform insulation detection to obtain its own insulation status. Based on this, the vehicle can send its insulation status to the aforementioned charger to inform the charger. Exemplarily, in this application embodiment, the vehicle's insulation detection includes two types: one is existing conventional insulation detection, and the other is the rapid insulation detection provided in this application embodiment. Conventional insulation detection can be implemented using existing insulation detection methods, such as the international bridge method, DC resistance measurement method, DC withstand voltage test method, or capacitance test method, etc., and this application embodiment does not limit this. The conventional insulation detection process is time-consuming, requiring tens or even twenty seconds. Rapid insulation detection, on the other hand, is much faster, taking less than two seconds. For example, it can be completed in 1 to 2 seconds, or even less than 1 second. This allows for rapid acquisition of the vehicle's insulation status. The specific implementation of this rapid insulation detection can be referred to in the following description, and will not be detailed here.

[0141] For example, the insulation status of the vehicle can include two types: one where the vehicle is insulated, and the other where the vehicle is not insulated. The vehicle being insulated is equivalent to the insulation test passing (pass), meaning the vehicle is insulated. Similarly, the vehicle being not insulated is equivalent to the insulation test failing (fail), meaning the vehicle is not insulated. In another possible implementation, the vehicle's insulation status may also include unknown or failed conditions, which are not limited in this embodiment.

[0142] For example, the insulation condition of the vehicle described above may refer to the insulation condition of the vehicle's power battery. The vehicle being insulated may mean that the vehicle's power battery is insulated. The vehicle being uninsulated may mean that the vehicle's power battery is uninsulated.

[0143] In one possible implementation, after the vehicle is powered by the high voltage of the battery, it performs routine insulation checks in real time. The vehicle saves the latest routine insulation check results. Based on this, the vehicle can generate the aforementioned first information and send it to the charger.

[0144] In another possible implementation, the latest conventional insulation test results stored by the vehicle have a time limit; for example, these results may become invalid after a certain period of time. Alternatively, the vehicle may delete the stored latest conventional insulation test results after a certain period, resulting in an unknown insulation status for the vehicle. Furthermore, the conventional insulation test during high-voltage power-on of the vehicle takes a considerable amount of time, such as ten or even twenty seconds. Therefore, in cases where the vehicle has not been powered on at high voltage, or where the conventional insulation test has not been completed after the vehicle has been powered on at high voltage, and the stored latest conventional insulation test results have become invalid, the rapid insulation test operation provided in this application embodiment can be used to obtain the vehicle's insulation status. The implementation process of this rapid insulation test operation is described below.

[0145] For example, the positive terminal of the DC voltage output by the charger (e.g., DC+ as shown in Figure 2) is connected to the first terminal of a first switch (e.g., switch K5 as shown in Figure 2). The second terminal of the first switch is connected to the vehicle's power battery. The negative terminal of the DC voltage (e.g., DC- as shown in Figure 2) is connected to the first terminal of a second switch (e.g., switch K6 as shown in Figure 2). The second terminal of the second switch is connected to the power battery. The first switch and its opening and closing can be controlled by a vehicle controller (e.g., the vehicle controller shown in Figure 2). Furthermore, the vehicle controller can also acquire the voltage at the positive terminal of the DC voltage and / or acquire the voltage at the negative terminal of the DC voltage.

[0146] In the process of implementing the above-described rapid insulation detection operation, the vehicle controller can control one of the first and second switches to close and the other to open. For example, it can control the first switch to close and the second switch to open; or control the second switch to close and the first switch to open. Then, the voltage at the positive terminal of the DC voltage (referred to as the first voltage) and the voltage at the negative terminal of the DC voltage (referred to as the second voltage) are detected. Based on the first and second voltages, the insulation status of the vehicle can be determined. For example, the vehicle controller can compare the magnitudes of the first and second voltages to determine the insulation status of the vehicle. For example, if the voltage difference between the first and second voltages is greater than or equal to a first threshold, or if the first and second voltages are not equal, it indicates that there is no short circuit or leakage between the positive and negative terminals of the vehicle's power battery. The insulation status of the vehicle can be determined to be insulating. If the voltage difference between the first and second voltages is less than a second threshold, or if the voltage difference between the first and second voltages is zero, i.e., the two voltages are equal, it indicates that there is a short circuit or leakage between the positive and negative terminals of the vehicle's power battery. The insulation status of the vehicle can be determined to be non-insulating. The second threshold is less than or equal to the first threshold. For example, as can be seen from the foregoing description, the above-mentioned rapid insulation detection operation mainly detects the insulation between the positive and negative terminals of the power battery.

[0147] In another possible implementation, to obtain more accurate and faster insulation detection results, the vehicle controller can perform two tests. One test could involve closing the first switch and opening the second switch to obtain a detection result (referred to as the first detection result). The other test could involve closing the second switch and opening the first switch to obtain a detection result (referred to as the second detection result). Only when both the first and second detection results indicate that the vehicle's insulation is insulated is the vehicle's insulation condition definitively determined to be insulated. Conversely, if the first and / or second detection results indicate that the vehicle's insulation is not insulated—that is, if even one detection result indicates non-insulation—the vehicle's insulation condition is determined to be non-insulated.

[0148] After obtaining the vehicle's insulation status based on the aforementioned rapid insulation detection operation, the vehicle can generate the aforementioned first information based on the obtained vehicle insulation status and send it to the aforementioned charger.

[0149] The aforementioned rapid insulation detection operation is simple and fast. It only requires controlling one of the first and second switches to be closed and the other open, then detecting the DC voltage at the positive and negative terminals to determine the vehicle's insulation status. Compared to existing conventional insulation detection methods, this significantly reduces detection time. Furthermore, this rapid insulation detection is based on existing devices and functions. For example, the first and second switches and the vehicle controller are already present in current standards. Moreover, the vehicle controller's control of the closing and opening of these two switches, as well as its detection of the DC voltage at the positive and negative terminals, are also already present in current standards. Therefore, implementing this rapid insulation detection requires no additional devices, thus saving costs. In addition, as described above, the rapid insulation detection operation can also detect whether a short circuit exists between the positive and negative terminals of the power battery. That is, the above method can also quickly detect short circuits between the positive and negative terminals of the power battery, achieving two goals at once and saving the cost of implementing separate short circuit detection.

[0150] In one possible implementation, the aforementioned first information can be carried in a BHM message sent by the vehicle to the charger. The description of this BHM message in Figure 3 above is relevant and will not be repeated here. Alternatively, in another possible implementation, a separate message can be defined to carry the first information and send it to the charger. For example, this custom message could be a private BMS handshake message (PBHM), etc. This application embodiment does not limit the name of this custom message. Exemplarily, in one possible implementation, the PBHM message can also carry the status information of switches K5 and K6 shown in Figure 2 above. This status information can indicate that switches K5 and K6 are disconnected to reduce safety hazards.

[0151] In one possible implementation, if the obtained vehicle insulation status indicates non-insulation, the vehicle can stop initiating the charging process. However, it will still send the aforementioned first information to the charger to inform it that the vehicle is in a non-insulated state.

[0152] S402, The charger receives the first information and performs an insulation judgment based on the first information.

[0153] For example, the insulation determination based on the first information can include a variety of possible implementations, which are described below.

[0154] In the first possible implementation of insulation determination, after receiving the aforementioned first information, the charger can determine the vehicle's insulation status through analysis. As mentioned above, the vehicle's insulation status can be, for example, that the vehicle is in a state of insulation (i.e., the insulation detection result is pass), the vehicle is in a state of non-insulation (i.e., the insulation detection result is fail), the vehicle's insulation is ineffective, or the vehicle's insulation status is unknown.

[0155] In the second possible insulation determination method, the insulation status indicated by the first information is obtained by the vehicle through the conventional insulation test. Therefore, for safety, the vehicle can also perform a rapid insulation test to obtain the test result. The specific rapid insulation test implementation process can be found in the aforementioned description and will not be repeated here. The vehicle can then inform the charger of this test result. For example, it can send a second message to the charger. This second message indicates the test result after the vehicle performed a rapid insulation test. In this case, the charger can make an insulation determination based on the insulation status indicated by the first information and the rapid insulation test result indicated by the second information. If the vehicle insulation status indicated by the first information is insulation, and the rapid insulation test result indicated by the second information is insulation test passed (i.e., also indicating insulation), then the final insulation determination result can be determined as insulation. If the vehicle insulation status indicated by the first information is non-insulation, or the rapid insulation test result indicated by the second information is insulation test failed (i.e., indicating non-insulation), then the final insulation determination result can be determined as non-insulation.

[0156] For example, in one possible implementation, the second information mentioned above may be carried in a BHM message sent by the vehicle to the charger, or it may be carried in a custom message such as a PBHM message sent by the vehicle to the charger. This application does not limit this.

[0157] In one possible implementation, the first and second information can be carried in the same message or in different messages and sent to the charger. This application does not impose any limitations on this.

[0158] In one possible implementation, in the second possible insulation determination method described above, the vehicle performs a rapid insulation test only when permitted by the charger. For example, the charger can send a third message to the vehicle. This third message indicates permission for the vehicle to perform a rapid insulation test. Upon receiving the third message, the vehicle performs the rapid insulation test in response to the third message and obtains the test result. Then, it informs the charger of the rapid insulation test result via the second message. In this solution, since the vehicle and charger are connected, performing the rapid insulation test only when permitted by the charger notifies the vehicle that the charger is ready to cooperate in performing the rapid insulation test, and also avoids some unknown safety hazards.

[0159] For example, the aforementioned third information can be carried in a CHM message sent by the charger to the vehicle. The description of this CHM message is given in Figure 3 above and will not be repeated here. Alternatively, in another possible implementation, a separate message can be defined to carry the third information and send it to the vehicle. For example, this custom message could be a private charger handshake message (PCHM), etc. This embodiment of the application does not limit the name of this custom message. This embodiment of the application does not impose any restrictions on this.

[0160] In another possible implementation, the PCHM message may also carry charging protocol version information, as well as status information for switches K1, K2, and the electronic lock. For example, the status information for switches K1 and K2 indicates closure, and the status information for the electronic lock indicates locking, to inform the vehicle that it is ready to cooperate with the rapid insulation test. Optionally, the PCHM message may also carry status information for switches K3 and K4. This application embodiment does not limit this.

[0161] In the third possible implementation of insulation determination, the charger performs insulation determination based on the aforementioned first information and its own insulation status. For example, after receiving the first information, the charger can determine the vehicle's insulation status through this first information. Then, the charger also stores its own insulation status. The charger can obtain its own insulation status and perform insulation determination together with the received vehicle insulation status.

[0162] For example, in one possible implementation, if both the insulation condition of the charger and the insulation condition of the vehicle indicate insulation, then it can be considered that both the charger and the vehicle are in a safe state of insulation. The final insulation determination result can be determined as insulation.

[0163] For example, in another possible implementation, if the insulation condition of the vehicle is indicated as non-insulation, or the insulation condition of the charger is indicated as non-insulation, then the final insulation determination result can be determined as non-insulation.

[0164] It is understood that the above description of the insulation judgment implementation method is only an example and does not constitute a limitation on the embodiments of this application.

[0165] S403. When the vehicle's insulation condition is indicated as insulation, the charger sends charger identification information to the vehicle. The charger identification information is used by the vehicle to identify the charger.

[0166] For example, the aforementioned charger identification information may include information such as the charger's identifier, so that the vehicle can identify the charger. For example, in one possible implementation, the charger identification information may be carried in a CRM message sent by the charger to the vehicle. The CRM message can be referred to the description in Figure 3 above, and will not be repeated here. Alternatively, in another possible implementation, the charger identification information may also be carried in other custom messages; this application embodiment does not limit this approach.

[0167] Since step S402 above includes multiple possible insulation judgment implementation methods, the judgment results of different insulation judgment implementation methods are different. The following is a description of different cases.

[0168] For example, one possible implementation is described in conjunction with the first possible insulation determination method described above. In the first possible insulation determination method, if it is determined based on the first information that the vehicle is insulated, the charger can send the charger identification information to the vehicle. In another possible implementation, if it is determined based on the first information that the vehicle is not insulated, the process can fall back to, for example, the charging protocol standard process shown in Figure 3 above; or the charger can refuse to charge the vehicle. That is, the charger will not continue to initiate the subsequent charging process. In another possible implementation, if it is determined based on the first information that the vehicle's insulation has failed or the vehicle's insulation is unknown, the process can fall back to, for example, the charging protocol standard process shown in Figure 3 above; or the charger can refuse to charge the vehicle.

[0169] For example, one possible implementation is described in conjunction with the second possible insulation determination method described above. In the second possible insulation determination method, if the final insulation determination result is insulation, the charger can send the charger identification information to the vehicle. For ease of understanding the flow of this implementation method, please refer to Figure 4A for example.

[0170] For example, after the charger and vehicle are physically connected via the aforementioned cables, the process shown in Figure 4A begins. Specifically, the charger and vehicle first perform CC1 and CC2 checks, respectively. After confirming the connection between the vehicle plug and the vehicle socket, the vehicle sends a first message to the charger. This first message may include the vehicle's routine insulation test results. For example, the vehicle's routine insulation test results may be the aforementioned first information. This first message may, for example, be the aforementioned PBHM message carrying the first information.

[0171] After receiving the first message, the charger will lock the electronic lock. Then, optionally, the charger will close switches K3 and K4 to output auxiliary power voltage to the vehicle. A detailed description of these processes can be found in the relevant description in Figure 3 above, and will not be repeated here. Then, after closing switches K1 and K2, the charger sends a second message. The second message may include charging protocol version information and fast insulation detection permission information. For example, the fast insulation detection permission information may be the third information mentioned above. The second message may, for example, be the PCHM message carrying the third information mentioned above.

[0172] Upon receiving the second message, the vehicle can perform a rapid insulation test in response to the second message and obtain a rapid insulation test result. The vehicle can then generate a third message including the rapid insulation test result and send it to the charger. For example, the rapid insulation test result may be the second information mentioned above. The third message may, for example, be the PBHM message carrying the second information.

[0173] After receiving the third message, the charger can determine whether the insulation test has passed based on the conventional insulation test result in the first message and the rapid insulation test result in the third message. For details on the implementation, please refer to the description of the second possible insulation judgment method above; it will not be repeated here. If the insulation test passes, the charger can send a fourth message to the vehicle, which includes charger identification information.

[0174] It is understood that the process shown in Figure 4A above is only one possible implementation process and does not constitute a limitation on the embodiments of this application.

[0175] In another possible implementation, in the second possible insulation determination method described above, if the final insulation determination result is non-insulation, then the process provided in this application embodiment will no longer be executed, and the process can be reverted to, for example, the process of the charging protocol standard shown in Figure 3 above, to further determine whether charging of the vehicle can continue.

[0176] For example, one possible implementation is described in conjunction with the third possible insulation determination method described above. In the third possible insulation determination method described above, if both the insulation status of the charger and the insulation status of the vehicle indicate insulation, then the charger can send the charger identification information to the vehicle.

[0177] For example, in another possible implementation, if the insulation condition of the vehicle is indicated as non-insulated, or if both the insulation condition of the vehicle and the insulation condition of the charger are indicated as non-insulated, it indicates that the vehicle may be in danger during charging and the requirements for starting charging are not met. In this case, the charger may refuse to charge the vehicle. That is, the charger will not continue to initiate the subsequent charging process.

[0178] In another possible implementation, exemplarily, if the vehicle's insulation status indicates insulation while the charger's insulation status indicates non-insulation, then to further confirm whether the charger's latest insulation status is indeed non-insulation, the charger can perform a routine insulation test. Exemplarily, methods such as the international bridge method, DC resistance measurement method, DC withstand voltage test method, or capacitance test method can be used for routine insulation testing; this application embodiment does not limit this. If the routine insulation test result indicates insulation, then the routine insulation test can be considered passed, and charging can be started. For example, the charger can send the aforementioned charger identification information to the vehicle. If the routine insulation test result indicates non-insulation, then the routine insulation test fails, and the requirements for starting charging are not met. In this case, the charger can refuse to charge the vehicle. That is, the charger will not continue to initiate the subsequent charging process.

[0179] S404, The vehicle receives charger identification information.

[0180] For example, after receiving the charger identification information, the vehicle can continue with the subsequent charging preparation process. For instance, it can send vehicle identification information to the charger. This vehicle identification information may include the vehicle's identifier and relevant information about the vehicle's power battery, enabling the charger to identify the vehicle and confirm the information required for charging.

[0181] For example, in one possible implementation, the vehicle identification information can be carried in the BRM message sent by the vehicle to the charger. The BRM message can be referred to the corresponding description in Figure 3 above, and will not be repeated here. Alternatively, in another possible implementation, the vehicle identification information can also be carried in other custom messages; this application embodiment does not limit this.

[0182] In one possible implementation, the subsequent charging preparation process may include, but is not limited to, a parameter configuration phase. This parameter configuration phase can refer to existing charging protocol standards, and this embodiment does not impose any limitations on it. After the parameter configuration phase is completed, the charging phase begins, and only after entering this phase does the charger actually begin charging the vehicle.

[0183] For example, in the currently used vehicle charging protocol standards, after the charger and vehicle physically connect and initiate a handshake via CHM and BHM messages, the charger must perform a routine insulation test. Only after the routine insulation test passes will the charger send a CRM message to the vehicle to continue the subsequent charging startup process (see, for example, the process shown in Figure 3 above). This routine insulation test by the charger is time-consuming, thus prolonging the charging startup time. In the solution provided in this application, the vehicle informs the charger of the vehicle's insulation status. Then, based on the insulation status provided by the vehicle, if the charger confirms that the insulation test has passed, it can send charger identification information to the vehicle to proceed with the subsequent process. This saves the time of the existing charger's routine insulation test and enables rapid vehicle charging startup.

[0184] In one possible implementation, routine insulation testing and charging are two independent processes. Therefore, to obtain the latest insulation status of the charger and vehicle in a timely manner, routine insulation testing of the charger and vehicle can be performed during the charging process. As mentioned earlier, routine insulation testing is performed in real time after the vehicle is connected to high voltage. Therefore, the vehicle's insulation status can be updated promptly. However, the charger and vehicle are connected together during charging, and interference can occur if routine insulation testing is performed simultaneously. To avoid such interference, in this embodiment, the vehicle and charger can negotiate and alternately perform routine insulation testing through information exchange. An exemplary description follows.

[0185] For example, during the charging process of the vehicle by the aforementioned charger, the vehicle is performing routine insulation testing in real time. The vehicle can then pause the routine insulation testing and send a fourth message to the charger. This fourth message indicates that the vehicle has stopped the routine insulation testing, or it indicates that the charger is permitted to perform the routine insulation testing. Upon receiving the fourth message, the charger, in response, begins performing routine insulation testing on its side and saves the results. If the routine insulation testing result indicates non-insulation, the charger can stop charging the vehicle to protect its safety. If the routine insulation testing result indicates insulation, charging the vehicle continues.

[0186] For example, in one possible implementation, the charger may also send a fifth message to the vehicle. This fifth message instructs the charger to stop routine insulation testing, or instructs the vehicle to perform routine insulation testing. For instance, after completing the routine insulation testing operation in response to the fourth message, the charger may pause the routine insulation testing and send the fifth message to the vehicle. Upon receiving the fifth message, the vehicle resumes its routine insulation testing operation in response to the fifth message.

[0187] For example, during the charging process described above, the charger and the vehicle can exchange information multiple times to negotiate alternating routine insulation testing. This application embodiment does not limit the specific number of interactions and negotiations.

[0188] In one possible implementation, the aforementioned fourth information can be carried in a battery charging status (BCS) message sent by the vehicle to the charger. This BCS is sent during the charging phase. For example, in addition to carrying the fourth information, the BCS message may also include charging status information such as the charging voltage and / or charging current of the vehicle's power battery, so that the charger can know the charging status of the vehicle's power battery during the charging process.

[0189] In one possible implementation, the aforementioned fifth piece of information can be carried in a Charger Charging Status (CCS) message sent by the charger to the vehicle. This CCS is sent during the charging phase. For example, in addition to carrying the fifth piece of information, the CCS message may also include information such as the charging voltage and / or charging current output by the charger, so that the vehicle can be aware of the charger's status during the charging process.

[0190] Alternatively, in another possible implementation, the fourth and fifth information mentioned above can be transmitted through other custom messages, which is not limited in this embodiment.

[0191] With the above solution, the vehicle can stop its routine insulation testing and notify the charger, allowing the charger to perform routine insulation testing and obtain the latest insulation status in a timely manner, thus avoiding the situation where the charger cannot perform routine insulation testing after charging stops.

[0192] In one possible implementation, during the charging process described above, after the vehicle performs a routine insulation test and obtains the test result, it can send the result to the charger. For example, the result can be sent to the charger via a BCS message or a custom message, carrying an indication of the insulation test result. After receiving the vehicle's insulation test result, the charger can save it and determine whether to continue charging based on the result. For example, if the insulation test result indicates that the vehicle's battery is not insulated, the charger can stop charging the vehicle to reduce safety risks. Conversely, if the insulation test result indicates that the vehicle is insulated, the charger can further determine whether to continue charging based on the insulation status on its side. For example, if the charger is also insulated, charging continues. Conversely, if the charger is not insulated, charging can be stopped. It is understood that this description is merely illustrative and does not constitute a limitation on the embodiments of this application.

[0193] In one possible implementation, the charging process provided in this application embodiment can be illustrated as shown in Figure 5. After the charger and vehicle are physically connected via the aforementioned cables, the process shown in Figure 5 begins. Specifically, the charger and vehicle first perform CC1 and CC2 checks, respectively. After confirming the connection between the vehicle plug and the vehicle socket, the charger locks the electronic lock. Then, optionally, the charger closes switches K3 and K4 to output auxiliary power voltage to the vehicle. Detailed descriptions of these processes can be found in the relevant description in Figure 3 above, and will not be repeated here.

[0194] In Figure 5 above, after the vehicle controller is powered on, the charger and the vehicle enter the charging handshake phase. The charging handshake phase includes a handshake initiation phase and a handshake identification phase. In the handshake initiation phase, the charger can send a CHM message to the vehicle. This CHM message may include charging protocol version information. After receiving the CHM, the vehicle can send a BHM message to the charger. This BHM message may include the aforementioned first information, namely, information indicating the vehicle's insulation status. The charger and the vehicle exchange messages through their respective controllers. Optionally, after the vehicle receives the CHM message but before sending the BHM message, the vehicle can also perform a rapid insulation detection to obtain the latest vehicle insulation status. For specific implementation details, please refer to the relevant description in step S401 above, which will not be repeated here.

[0195] After the handshake initiation phase is completed, the charger can perform an insulation determination based on the insulation status of both the charger and the vehicle. Since the insulation status of both the charger and the vehicle has already been obtained, this insulation determination can be completed quickly. The specific implementation of this insulation determination can be found in the description of the third possible insulation determination implementation method in step S402 above, and will not be repeated here. Only after the insulation determination is passed, i.e., the result of the conventional insulation test indicates that both the charger and the vehicle are in a state of insulation, does the handshake identification phase begin. During the handshake identification phase, the charger sends a CRM message to the vehicle. Upon receiving the CRM, the vehicle can send a BRM message to the charger. Through the CRM and BRM, bidirectional identification between the charger and the vehicle can be achieved, confirming the information required for charging. This embodiment of the application will not elaborate on this further.

[0196] Once the aforementioned handshake identification phase is completed, the charging handshake phase between the charger and the vehicle is finished. Then, the charger and vehicle configure parameters to enter the charging phase. This embodiment of the application will not elaborate on this step.

[0197] The foregoing mainly describes the charging processing method provided in the embodiments of this application. It is understood that each device, in order to achieve the corresponding functions, includes hardware structures and / or software modules for executing each function. Based on the units and steps of the various examples described in the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0198] This application embodiment can divide the controller or device into functional modules according to the above method examples. For example, each function can be divided into its own functional module, or two or more functions can be integrated into one module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0199] In the case of dividing each functional module according to its corresponding function, embodiments of this application also provide a charger for implementing any of the above methods. For example, a charger is provided that includes a unit (or means) for implementing each step performed by the charger in any of the above methods.

[0200] For example, please refer to Figure 6, which is a schematic diagram of a virtual structure of a charger 600 provided in an embodiment of this application. The charger 600 shown in Figure 6 can be a charger used to implement any of the above-described charging processing methods. The charger 600 may include a receiving unit 601 and a transmitting unit 602. Wherein:

[0201] The receiving unit 601 is used to receive first information. This first information indicates the insulation status of the vehicle. The charger 600 is used to charge the vehicle. The receiving unit 601 can, for example, be used to implement the receiving operation in step S402 shown in FIG4 above.

[0202] The transmitting unit 602 is configured to transmit charger 600 identification information when the vehicle's insulation condition is indicated as insulated. This charger 600 identification information is used by the vehicle to identify the charger 600. The transmitting unit 602 can, for example, be used to implement the transmitting operation in step S403 shown in FIG4 above.

[0203] Optionally, the first information is carried in the second PBHM received by the charger 600.

[0204] In one possible implementation, the insulation condition of the vehicle is the result of a conventional insulation test. The receiving unit 601 is also configured to receive second information. This second information indicates the result of a rapid insulation test performed on the vehicle, the rapid insulation test having a shorter detection time than the conventional insulation test.

[0205] The transmitting unit 602 is specifically used to: transmit charger 600 identification information when the insulation condition of the vehicle is indicated as insulation and the detection result of the rapid insulation test indicates that the test has passed.

[0206] Optionally, the second information is carried in the first private battery management system handshake message (PBHM) received by the charger 600.

[0207] In one possible implementation, the transmitting unit 602 is further configured to transmit a third message before the receiving unit 601 receives the second message. This third message indicates that the vehicle is permitted to perform a rapid insulation test.

[0208] Optionally, the third information is carried in the private charger 600 handshake message PCHM sent by the charger 600.

[0209] In one possible implementation, the insulation condition of the vehicle is the result of a conventional insulation test. The transmitting unit 602 is further configured to: transmit third information if the insulation condition of the vehicle is unknown or failed. This third information indicates that the vehicle can undergo a rapid insulation test, the rapid insulation test having a shorter detection time than the conventional insulation test.

[0210] In one possible implementation, the transmitting unit 602 is specifically used to: when both the insulation condition of the charger 600 and the insulation condition of the vehicle are indicated as insulation, the charger 600 transmits charger 600 identification information.

[0211] In one possible implementation, the charger 600 further includes an execution unit for: performing an insulation detection operation when the insulation condition of the vehicle is indicated as insulation and the insulation condition of the charger 600 is not insulation; and sending charger 600 identification information when the insulation detection result indicates insulation.

[0212] In one possible implementation, the receiving unit 601 is further configured to: receive fourth information during the charging process of the charger 600 for the vehicle. The fourth information instructs the vehicle to stop insulation testing, or instructs the charger 600 to perform insulation testing. The charger 600 also includes an execution unit and a storage unit, the execution unit being configured to perform an insulation testing operation in response to the fourth information, and the storage unit being configured to store the insulation testing results.

[0213] In one possible implementation, the transmitting unit 602 is further configured to: transmit a fifth message during the charging process of the charger 600 for the vehicle. The fifth message instructs the charger 600 to stop insulation testing, or instructs that the vehicle be allowed to perform insulation testing.

[0214] In one possible implementation, the fifth information is carried in the charger 600 charging status CCS message sent by the charger 600.

[0215] In one possible implementation, the fourth information is carried in the Battery Charge Total Status (BCS) message received by the charger 600.

[0216] In one possible implementation, the BCS message may also include the insulation test results for the vehicle.

[0217] The specific operation and beneficial effects of each unit in the charger 600 shown in Figure 6 can be found in the descriptions in Figure 4 and its possible embodiments above, and will not be repeated here.

[0218] In the case of dividing each functional module according to its corresponding function, embodiments of this application also provide a vehicle for implementing any of the above methods. For example, a vehicle is provided that includes a unit (or means) for implementing each step performed by the vehicle in any of the above methods.

[0219] For example, please refer to Figure 7, which is a schematic diagram of a virtual structure of a vehicle 700 provided in an embodiment of this application. The vehicle 700 shown in Figure 7 can be a vehicle used to implement any of the above-described charging processing methods. The vehicle 700 may include a transmitting unit 701 and a receiving unit 702. Wherein:

[0220] The transmitting unit 701 is used to transmit first information. The first information indicates the insulation status of the vehicle. The transmitting unit 701 can, for example, be used to implement the transmitting operation in step S401 shown in FIG4 above.

[0221] The receiving unit 702 is configured to receive charger identification information when the insulation condition of the vehicle is indicated as insulating. The charger identification information is used by the vehicle to identify the charger. The charger is used to charge the vehicle. The receiving unit 702 can, for example, be used to implement the receiving operation in step S404 shown in FIG4 above.

[0222] Optionally, the aforementioned first information is carried in the second PBHM sent by the aforementioned vehicle.

[0223] In one possible implementation, the insulation status of the aforementioned vehicle is the result of a conventional insulation test. The vehicle further includes a processing unit for: performing a rapid insulation test and acquiring the test result. The rapid insulation test takes less time than the conventional insulation test. The vehicle sends second information indicating the result of the rapid insulation test.

[0224] The aforementioned receiving unit 702 is specifically used to: when the insulation condition of the aforementioned vehicle is indicated as insulation and the detection result of the aforementioned rapid insulation detection indicates that the detection has passed, the aforementioned vehicle receives charger identification information.

[0225] Optionally, the aforementioned second information is carried in the first private battery management system handshake message (PBHM) received by the aforementioned vehicle.

[0226] In one possible implementation, the receiving unit 702 is further configured to receive third information before the processing unit performs the rapid insulation detection operation. The third information indicates that the vehicle is permitted to perform the rapid insulation detection.

[0227] Optionally, the aforementioned third information is carried in the private charger handshake message (PCHM) received by the aforementioned vehicle.

[0228] In one possible implementation, the insulation condition of the aforementioned vehicle is the result of a conventional insulation test. The receiving unit 702 is further configured to: receive third information if the insulation condition of the aforementioned vehicle is indicated as unknown or failed. The third information indicates that a rapid insulation test is permitted for the aforementioned vehicle, and the detection time of the rapid insulation test is shorter than the detection time of the conventional insulation test.

[0229] In one possible implementation, the positive terminal of the DC voltage output by the aforementioned charger is connected to the first terminal of the first switch, the second terminal of the aforementioned first switch is connected to the power battery of the aforementioned vehicle, the negative terminal of the aforementioned DC voltage is connected to the first terminal of the second switch, and the second terminal of the aforementioned second switch is connected to the aforementioned power battery.

[0230] The aforementioned processing unit is specifically used to: after controlling one of the aforementioned first switch and the aforementioned second switch to close and the other to open, detect a first voltage at the positive terminal of the aforementioned DC voltage and detect a second voltage at the negative terminal of the aforementioned DC voltage. The detection result is determined based on the aforementioned first voltage and the aforementioned second voltage.

[0231] In one possible implementation, the aforementioned processing unit is specifically used to: determine that the detection result is a pass if the voltage difference between the aforementioned first voltage and the aforementioned second voltage is greater than a first threshold; or, determine that the detection result is a fail if the voltage difference between the aforementioned first voltage and the aforementioned second voltage is less than a second threshold.

[0232] In one possible implementation, the aforementioned processing unit is further configured to: determine that a short circuit has occurred between the positive terminal and the negative terminal of the aforementioned DC voltage when the voltage difference between the aforementioned first voltage and the aforementioned second voltage is less than a second threshold.

[0233] In one possible implementation, the aforementioned sending unit 701 is further configured to: send a fourth message during the charging process of the aforementioned charger for the aforementioned vehicle. The aforementioned fourth message instructs the aforementioned vehicle to stop insulation testing, or instructs the aforementioned fourth message to allow the aforementioned charger to perform insulation testing.

[0234] In one possible implementation, the receiving unit 702 is further configured to: receive fifth information. The fifth information instructs the charger to stop insulation testing, or instructs the vehicle to perform insulation testing. The vehicle performs an insulation testing operation in response to the fifth information.

[0235] In one possible implementation, the aforementioned fifth piece of information is carried in the charger charging status CCS message received by the vehicle.

[0236] In one possible implementation, the aforementioned fourth information is carried in the Battery Charge Status (BCS) message sent by the aforementioned vehicle.

[0237] In one possible implementation, the aforementioned BCS message also includes the insulation test results of the aforementioned vehicle.

[0238] The specific operation and beneficial effects of each unit in the vehicle 700 shown in Figure 7 can be found in the descriptions in Figure 4 and its possible embodiments above, and will not be repeated here.

[0239] Figure 8 shows a possible hardware structure diagram of the charger provided in this application. The charger 800 shown in Figure 8 can be the charger that implements the method described in the above embodiments. The charger 800 includes: a processor 801, a memory 802, and a communication interface 803. The processor 801, the communication interface 803, and the memory 802 can be interconnected or interconnected through a bus 804.

[0240] For example, the memory 802 is used to store the computer program and data of the charger 800. The memory 802 may include, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0241] The software or program code required for the function of all or part of the charger units in the above method embodiments is stored in memory 802.

[0242] In one possible implementation, if the software or program code required for the function of some units is stored in the memory 802, then in addition to calling the program code in the memory 802 to implement some functions, the processor 801 can also cooperate with other components (such as the communication interface 803) to complete other functions described in the method embodiment (such as the function of receiving or sending data).

[0243] There can be multiple communication interfaces 803, which are used to support the charger 800 in communication, such as receiving or sending data or signals.

[0244] For example, processor 801 may be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field-programmable gate array or other programmable logic device, transistor logic device, hardware component, or any combination thereof. A processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processor and a microprocessor, etc.

[0245] For example, the charger 800 described above may be the charger 101 shown in FIG2. The processor 801 described above may be the charger controller shown in FIG2.

[0246] The processor 801 can be used to read the program stored in the memory 802 and execute the operations performed by the charger in the method described in FIG4 and its possible embodiments.

[0247] The specific operation and beneficial effects of each unit in the charger 800 shown in Figure 8 can be found in the corresponding descriptions in the above method embodiments, and will not be repeated here.

[0248] Figure 9 shows a possible hardware structure diagram of the vehicle provided in this application. The vehicle 900 shown in Figure 9 can be the vehicle implementing the method described in the above embodiments. The vehicle 900 includes: a processor 901, a memory 902, and a communication interface 903. The processor 901, the communication interface 903, and the memory 902 can be interconnected or interconnected via a bus 904.

[0249] For example, memory 902 is used to store computer programs and data of vehicle 900. Memory 902 may include, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0250] The software or program code required for the function of all or part of the vehicle units in the above method embodiments is stored in memory 902.

[0251] In one possible implementation, if the software or program code required for the function of some units is stored in the memory 902, then in addition to calling the program code in the memory 902 to implement some functions, the processor 901 can also cooperate with other components (such as the communication interface 903) to complete other functions described in the method embodiment (such as the function of receiving or sending data).

[0252] There can be multiple communication interfaces 903, which are used to support vehicle 900 in communication, such as receiving or sending data or signals.

[0253] For example, processor 901 may be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field-programmable gate array or other programmable logic device, transistor logic device, hardware component, or any combination thereof. A processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processor and a microprocessor, etc.

[0254] For example, the vehicle 900 described above may be, for example, the vehicle 102 shown in FIG2. The processor 901 described above may be, for example, the vehicle controller shown in FIG2.

[0255] The processor 901 can be used to read the program stored in the memory 902 and execute the operations performed by the vehicle in the method described in FIG4 and its possible embodiments.

[0256] The specific operation and beneficial effects of each unit in the vehicle 900 shown in Figure 9 can be found in the corresponding descriptions in the above method embodiments, and will not be repeated here.

[0257] This application also provides a computer-readable storage medium storing a computer program or computer instructions that are executed by a processor to implement the method implemented by the charger in FIG4 and its possible embodiments.

[0258] This application also provides a computer-readable storage medium storing a computer program or computer instructions that are executed by a processor to implement the method implemented by the vehicle in FIG4 and its possible embodiments.

[0259] Exemplary examples show that the aforementioned computer-readable storage media may include, but are not limited to, various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks. It is understood that the description of computer-readable storage media herein is merely illustrative and does not constitute a limitation on the embodiments of this application.

[0260] This application also provides a computer program product. When the computer program product is read and executed by a computer, the method implemented by the charger in FIG4 and its possible embodiments will be executed.

[0261] This application also provides a computer program product, which, when read and executed by a computer, executes the method implemented by the vehicle in FIG4 and its possible embodiments.

[0262] For example, the computer program product described above includes, but is not limited to, a computer program, code, or electronic (digital) signal used to transmit computer program instruction code when the computer is running. It is understood that the description of the computer program product herein is merely illustrative and does not constitute a limitation on the embodiments of this application.

[0263] In summary, the solution provided in this application allows the charger to obtain the vehicle's latest insulation status. Once the charger confirms the vehicle's insulation is correct, it can send charger identification information to the vehicle for subsequent processes. This saves the insulation testing time of existing chargers, reduces the time between the charger and the vehicle establishing a physical connection and commencing actual charging, and enables rapid initiation of vehicle charging.

[0264] It should be understood that in the various embodiments of this application, the sequence number of each process does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0265] It should also be understood that the term “comprising” (also referred to as “includes”, “including”, “comprises” and / or “comprising”) as used in this specification specifies the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0266] It should also be understood that the phrases "an embodiment," "an embodiment," and "a possible implementation" used throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment or implementation is included in at least one embodiment of this application. Therefore, the phrases "in an embodiment," "an embodiment," or "a possible implementation" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0267] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A charging process method, characterized in that, The method includes: The charger receives first information; the first information indicates the insulation status of the vehicle; the charger is used to charge the vehicle. When the vehicle's insulation condition is indicated as insulated, the charger sends charger identification information; the charger identification information is used by the vehicle to identify the charger.

2. The method according to claim 1, characterized in that, The insulation condition of the vehicle is the result of a routine insulation test. The method further includes: the charger receiving second information; the second information indicating the detection result of the vehicle after a rapid insulation test, wherein the detection time of the rapid insulation test is less than the detection time of the conventional insulation test; When the insulation condition of the vehicle is indicated as insulated, the charger sends charger identification information, including: When the insulation condition of the vehicle is indicated as insulated and the rapid insulation test result indicates that the test has passed, the charger sends charger identification information.

3. The method according to claim 2, characterized in that, Before the charger receives the second information, it also includes: The charger sends a third message; the third message indicates that the vehicle is permitted to perform a rapid insulation test.

4. The method according to claim 1, characterized in that, The insulation condition of the vehicle is the result of a routine insulation test. The method further includes: If the insulation condition of the vehicle is indicated as unknown or failed, the charger sends a third message; the third message indicates that the vehicle is permitted to undergo a rapid insulation test, the rapid insulation test having a shorter detection time than the conventional insulation test.

5. The method according to claim 1, characterized in that, When the insulation condition of the vehicle is indicated as insulated, the charger sends charger identification information, including: When both the insulation condition of the charger and the insulation condition of the vehicle are indicated as insulating, the charger sends charger identification information.

6. The method according to any one of claims 1-5, characterized in that, The method further includes: During the charging process of the charger for the vehicle, the charger receives a fourth message; the fourth message instructs the vehicle to stop insulation testing, or the fourth message instructs the charger to perform insulation testing. The charger performs an insulation detection operation in response to the fourth information and saves the insulation detection results.

7. The method according to claim 6, characterized in that, The method further includes: During the charging process of the charger for the vehicle, the charger sends a fifth message; the fifth message instructs the charger to stop insulation testing, or the fifth message instructs the charger to allow the vehicle to perform insulation testing.

8. The method according to claim 7, characterized in that, The fifth piece of information is carried in the charger charging status CCS message sent by the charger.

9. The method according to any one of claims 6-8, characterized in that, The fourth piece of information is carried in the Battery Charge Status (BCS) message received by the charger.

10. The method according to claim 9, characterized in that, The BCS message also includes the insulation test results of the vehicle.

11. The method according to claim 3 or 4, characterized in that, The third information is carried in the private charger handshake message (PCHM) sent by the charger.

12. The method according to claim 2 or 3, characterized in that, The second information is carried in the first private battery management system handshake message (PBHM) received by the charger.

13. The method according to any one of claims 1-12, characterized in that, The first information is carried in the second PBHM received by the charger.

14. A charging process method, characterized in that, The method includes: The vehicle sends a first message; the first message indicates the insulation status of the vehicle; When the insulation condition of the vehicle is indicated as insulating, the vehicle receives charger identification information; the charger identification information is used by the vehicle to identify the charger; the charger is used to charge the vehicle.

15. The method according to claim 14, characterized in that, The insulation condition of the vehicle is the result of a routine insulation test. The method further includes: The vehicle performs a rapid insulation test and obtains the test results; the rapid insulation test takes less time than the conventional insulation test. The vehicle sends a second message, which indicates the result of the rapid insulation test; The provision that the vehicle receives charger identification information when the vehicle's insulation condition is indicated as insulating includes: the vehicle receiving charger identification information when the vehicle's insulation condition is indicated as insulating and the rapid insulation detection result indicates that the detection has passed.

16. The method according to claim 15, characterized in that, Before the vehicle performs a rapid insulation test, it also includes: The vehicle receives third information; the third information indicates that the vehicle is permitted to perform the rapid insulation test.

17. The method according to claim 14, characterized in that, The insulation condition of the vehicle is the result of a routine insulation test. The method further includes: If the insulation condition of the vehicle is indicated as unknown or failed, the vehicle receives third information; the third information indicates that the vehicle is permitted to perform a rapid insulation test, the rapid insulation test having a shorter detection time than the conventional insulation test.

18. The method according to claim 15 or 16, characterized in that, The positive terminal of the DC voltage output by the charger is connected to the first terminal of the first switch, the second terminal of the first switch is connected to the power battery of the vehicle, the negative terminal of the DC voltage is connected to the first terminal of the second switch, and the second terminal of the second switch is connected to the power battery. The vehicle performs a rapid insulation test and obtains the test results, including: After controlling one of the first switch and the second switch to close and the other to open, a first voltage at the positive terminal of the DC voltage and a second voltage at the negative terminal of the DC voltage are detected; the detection result is determined based on the first voltage and the second voltage.

19. The method according to claim 18, characterized in that, Determining the detection result based on the first voltage and the second voltage includes: If the voltage difference between the first voltage and the second voltage is greater than a first threshold, the detection result is determined to be a successful detection; or, If the voltage difference between the first voltage and the second voltage is less than the second threshold, the detection result is determined to be a failed detection.

20. The method according to claim 18 or 19, characterized in that, The method further includes: If the voltage difference between the first voltage and the second voltage is less than a second threshold, it is also determined that a short circuit has occurred between the positive terminal and the negative terminal of the DC voltage.

21. The method according to any one of claims 14-20, characterized in that, The method further includes: During the charging process of the charger, the vehicle sends a fourth message; the fourth message instructs the vehicle to stop insulation testing, or the fourth message instructs the charger to perform insulation testing.

22. The method according to claim 21, characterized in that, The method further includes: The vehicle receives a fifth message; the fifth message instructs the charger to stop insulation testing, or the fifth message instructs the vehicle to perform insulation testing. The vehicle performs an insulation detection operation in response to the fifth information.

23. The method according to claim 22, characterized in that, The fifth piece of information is carried in the charger charging status CCS message received by the vehicle.

24. The method according to any one of claims 21-23, characterized in that, The fourth piece of information is carried in the Battery Charge Status (BCS) message sent by the vehicle.

25. The method according to claim 24, characterized in that, The BCS message also includes the insulation test results of the vehicle.

26. The method according to claim 16 or 17, characterized in that, The third information is carried in the private charger handshake message (PCHM) received by the vehicle.

27. The method according to claim 15 or 16, characterized in that, The second information is carried in the first private battery management system handshake message (PBHM) received by the vehicle.

28. The method according to any one of claims 14-27, characterized in that, The first information is carried in the second PBHM sent by the vehicle.

29. A charger, characterized in that, The charger includes: A receiving unit is configured to receive first information; the first information indicates the insulation status of the vehicle; the charger is configured to charge the vehicle. A transmitting unit is configured to transmit charger identification information when the insulation condition of the vehicle is indicated as insulation; the charger identification information is used by the vehicle to identify the charger.

30. A vehicle, characterized in that, The vehicles include: A transmitting unit is used to transmit first information; the first information indicates the insulation status of the vehicle. A receiving unit is configured to receive charger identification information when the insulation condition of the vehicle is indicated as insulation; the charger identification information is used by the vehicle to identify the charger; the charger is used to charge the vehicle.

31. A charger, characterized in that, The charger includes a processor and a memory, wherein the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, causing the charger to perform the method as described in any one of claims 1-13.

32. A vehicle, characterized in that, The vehicle includes a processor and a memory, wherein the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, causing the vehicle to perform the method as described in any one of claims 14-28.

33. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program or computer instructions that are executed by a processor to implement the method of any one of claims 1 to 13; or, the computer program or computer instructions are executed by a processor to implement the method of any one of claims 14 to 28.

34. A computer program product, characterized in that, When the computer program product is executed by a processor, the method described in any one of claims 1 to 13 will be implemented; or, when the computer program product is executed by a processor, the method described in any one of claims 14 to 28 will be implemented.

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