CN112848932B - Control method and control system for direct current charging of electric automobile - Google Patents
Control method and control system for direct current charging of electric automobile Download PDFInfo
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- CN112848932B CN112848932B CN202110053922.9A CN202110053922A CN112848932B CN 112848932 B CN112848932 B CN 112848932B CN 202110053922 A CN202110053922 A CN 202110053922A CN 112848932 B CN112848932 B CN 112848932B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
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- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B21/00—Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
- G08B21/18—Status alarms
- G08B21/185—Electrical failure alarms
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
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- General Physics & Mathematics (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention discloses a control method and a control system for direct current charging of an electric automobile, which are characterized in that before all relays at a vehicle end are closed, whether the voltages at the positive end and the negative end of a vehicle socket are greater than a preset first voltage threshold value is judged; if yes, prompting the abnormal fault of the state of the charger, reducing the fault rate of vehicle parts, and reducing the replacement of parts after sale and the working hour cost; if not, the BMS controls the direct-current charging positive relay and the direct-current charging negative relay to be closed firstly, then controls the pre-charging relay and the main negative relay to be closed, the battery charges the equivalent capacitor of the whole vehicle after being subjected to voltage division through the pre-charging resistor, the high-voltage capacitor of the charger is charged simultaneously, and after the equivalent capacitor of the whole vehicle is charged, the BMS controls the main positive relay to be closed and the pre-charging relay to be disconnected again to charge the battery, so that the condition that the direct-current charging positive relay and the direct-current charging negative relay are adhered due to large current is avoided, the compatibility of the vehicle and the charger is improved, and the probability of charging difficulty is reduced.
Description
Technical Field
The invention belongs to the field of charging of new energy automobiles, and particularly relates to a control method and a control system for direct-current charging of an electric automobile.
Background
With the increase of the usage amount of new energy vehicles, more new energy vehicles are exposed in the market. The dc charging problem is a kind of difficult problem that bothers users. The direct current charging is realized by providing electric energy by an external charger (namely a direct current charging pile), and the vehicle and the charger need to perform information interaction according to the communication requirement and the time sequence specified by the standard GBT 27930-. At present, communication faults and component faults are mainly caused, wherein the communication faults or the component faults at the charger end can be solved by restarting or replacing a charging station, but the vehicle end component faults can directly cause that the vehicle cannot be charged by direct current or cannot run.
As known, the faults of the vehicle-end parts mainly include a direct-current relay adhesion fault (namely a direct-current charging positive relay K3 and a direct-current charging negative relay K4 adhesion fault) and a vehicle-end direct-current circuit open-circuit fault. The direct current relay adhesion fault is mainly caused by the fact that a control time sequence of the charger is not in accordance with the national standard, and the standard requirement is as follows: during charging, a charger plug is inserted into a vehicle socket, after a vehicle end is firstly connected with a direct current loop, the charger closes a relay of a high-voltage loop of the charger (namely, a DC positive relay K1 and a DC negative relay K2 of the charger are closed), and the current sequence of connecting the vehicle end with the direct current loop is as follows: the BMS (namely a battery management system) firstly controls a pre-charging relay K7 and a main negative relay K6 to be closed, the battery is charged to a finished automobile equivalent capacitor C1 after voltage division is carried out on the battery through a pre-charging resistor R, after the finished automobile equivalent capacitor C1 is charged, the BMS controls a main positive relay K5 to be closed and a pre-charging relay K7 to be opened, and then controls a direct-current charging positive relay K3 and a direct-current charging negative relay K4 to be closed; however, in practical application, it is found that a large impact current (generated by charging a high-voltage capacitor C2 of the charger with a battery) occurs when the direct-current charging positive relay K3 and the direct-current charging negative relay K4 are closed, so that the direct-current charging positive relay K3 and the direct-current charging negative relay K4 are adhered, which indicates that the DC positive relay K1 and the DC negative relay K2 of the charger are closed in advance and do not meet the national standard requirements, and thus the direct-current charging positive relay K3 and the direct-current charging negative relay K4 are damaged. In addition, the open-circuit fault of the direct current loop at the vehicle end can cause the problem that the charger cannot realize current transmission and cannot charge, but the charger or the vehicle end has no related fault prompt, and a user or a maintenance person cannot quickly position.
Disclosure of Invention
The invention aims to provide a control method and a control system for direct-current charging of an electric automobile, so as to reduce the fault occurrence probability of a vehicle-end direct-current relay and facilitate a user to quickly identify the reason of unsuccessful charging.
The invention relates to a control method for direct current charging of an electric automobile, which comprises the following steps:
the method comprises the steps that firstly, after message communication is normal and the BMS receives a maximum output capacity parameter message of a charger, the BMS judges whether voltages at the positive end and the negative end of a vehicle socket are larger than a preset first voltage threshold value or not, if yes, the second step is executed, and if not, the third step is executed;
secondly, the BMS judges the abnormal state of the charger, sends the abnormal state information of the charger to a prompting device for prompting, and then ends;
step three, the BMS controls the direct current charging positive relay and the direct current charging negative relay to be closed, and then the fourth step is executed;
step four, the BMS controls the main negative relay and the pre-charging relay to be closed, the equivalent capacitor of the whole vehicle is charged (at the moment, if the DC positive relay and the DC negative relay of the charger are in a closed state, and the high-voltage capacitor in the charger is not charged, the battery can also charge the high-voltage capacitor of the charger at the same time), and then the fifth step is executed;
step five, the BMS judges whether the charging of the equivalent capacitor of the whole vehicle is finished within a preset first time, if so, the seventh step is executed, otherwise, the sixth step is executed;
sixthly, judging that the precharging fails by the BMS, sending information of the precharging failure to a prompting device for prompting, and then ending;
seventhly, the BMS controls the main positive relay to be closed and the pre-charging relay to be opened, and then the eighth step is executed;
step eight, the BMS judges whether the absolute value of the difference between the voltages of the positive and negative ends of the vehicle socket and the total voltage of the battery is greater than a preset second voltage threshold value, if so, the ninth step is executed, otherwise, the tenth step is executed;
step nine, the BMS judges the open-circuit fault of the direct current loop of the vehicle end, sends the open-circuit fault information of the direct current loop of the vehicle end to a prompting device for prompting, and then ends;
step ten, the BMS sends a message of ready for charging the battery to the charger, starts timing and then executes the step eleven;
step eleven, judging whether a ready message output by a charger is received by the BMS, if so, entering a battery charging stage, otherwise, executing the step twelfth;
the twelfth step, the BMS judges whether the timing time reaches the preset second time, if so, the thirteenth step is executed, otherwise, the fourteenth step is executed;
step thirteen, the BMS judges that the charging parameter configuration fails, sends the charging parameter configuration failure information to a prompting device for prompting, and then ends;
and step fourteen, the BMS sends a message of ready battery charging to the charger and then returns to execute the eleventh step.
Preferably, the prompting device is a vehicle-mounted instrument and/or a mobile communication terminal which is in wireless communication with a vehicle.
The control system for the direct current charging of the electric automobile comprises a BMS and a prompting device, wherein the prompting device is a vehicle-mounted instrument, and the BMS is communicated with the vehicle-mounted instrument through a CAN (controller area network) line; the BMS is programmed to perform the above-described control method for dc charging of the electric vehicle.
The invention relates to another control system for direct-current charging of an electric automobile, which comprises a BMS, a vehicle-mounted communication controller, a cloud server and a prompting device, wherein the prompting device comprises a vehicle-mounted instrument and a mobile communication terminal; the BMS is programmed to perform the above-described control method for dc charging of the electric vehicle.
The invention has the following effects:
(1) before all relays at the vehicle end are closed, whether the voltages at the positive end and the negative end of a vehicle socket are larger than a preset first voltage threshold value is judged; if the voltages of the positive end and the negative end of the vehicle socket are larger than a preset first voltage threshold value, the DC positive relay and the DC negative relay of the charger are closed in advance, the high-voltage capacitor of the charger is charged and does not meet the national standard requirements, and abnormal state fault prompting is carried out on the charger at the moment, so that the fault rate of vehicle parts is reduced, and the cost of replacing parts after sale and working hours is reduced; if the voltages at the positive and negative ends of the vehicle socket are less than or equal to the preset first voltage threshold, there are two situations: the first is that DC positive relay and DC negative relay of the charger are not closed, meet the national standard requirement, the second is that DC positive relay and DC negative relay of the charger have been closed in advance, and the high-voltage capacitance of the charger is not electrified, unsatisfied with the national standard requirement, to the second kind of condition, through changing the relay closing sequence of car end, namely BMS controls the direct current to charge positive relay, direct current charge negative relay to close first, then control and precharge relay, main negative relay to close, the battery charges to the equivalent capacitance of the whole car after precharging resistance voltage division, charge the high-voltage capacitance of the charger at the same time, after the equivalent capacitance of the whole car is charged, BMS controls the main positive relay to close, precharge relay to open again, carry on the battery charging, in this way, have avoided BMS controls the direct current to charge when the positive relay, negative relay is closed and appear heavy current and make the direct current charge positive, precharge relay to open, The condition of negative relay adhesion has improved vehicle and the compatible of machine matching that charges, has reduced the difficult probability that takes place of charging.
(2) After the BMS controls the main positive relay to be closed and the pre-charging relay to be disconnected, whether the vehicle-end direct-current loop has an open-circuit fault or not is judged by comparing the absolute values of the difference between the voltages at the positive and negative ends of the vehicle socket and the total voltage of the battery, and the open-circuit fault of the vehicle-end direct-current loop is prompted when the open-circuit fault of the vehicle-end direct-current loop occurs, so that a user or a maintenance worker can conveniently and quickly identify the reason that the charging cannot be performed due to the open-circuit fault of the vehicle-end direct-current loop.
Drawings
Fig. 1 is a schematic diagram of the principle of dc charging of an electric vehicle in embodiment 1.
Fig. 2 is a flowchart of the implementation of the BMS in embodiment 1.
Fig. 3 is a flowchart illustrating the implementation of the vehicle-mounted meter according to embodiment 1.
Fig. 4 is a schematic diagram of the principle of dc charging of the electric vehicle in embodiment 2.
Detailed Description
Example 1: as shown in fig. 1, the control system for direct current charging of the electric vehicle comprises a BMS and a vehicle-mounted instrument, the BMS communicates with the vehicle-mounted instrument through a CAN line, and the charger comprises a DC positive relay K1, a DC negative relay K2 and a charger controller. When charging, the charger plug 2 is inserted into the vehicle socket 1, so that the connection of the charging circuit at the vehicle end and the charger end and the message communication between the BMS and the charger controller are realized. The hardware structure of the charging system at the vehicle end is the prior art, and the hardware structure and the charging control method at the charger end are the prior art. The control method of the direct current charging of the electric vehicle described in the present embodiment is performed by the BMS and the on-vehicle meter.
As shown in fig. 2, the execution flow of the BMS includes:
the method comprises the steps that firstly, after message communication is normal and a maximum output capacity parameter message (namely a CML message) of a charger is received, whether the voltage of the positive end and the negative end of a vehicle socket (namely the voltage between two points A, B in the figure 1) is larger than a preset first voltage threshold value or not is judged, if yes, the second step is executed, and if not, the third step is executed;
secondly, judging the abnormal state of the charger, sending the abnormal state information of the charger to a vehicle-mounted instrument, and ending;
thirdly, controlling a direct-current charging positive relay K3 and a direct-current charging negative relay K4 to be closed, and then executing a fourth step;
fourthly, controlling a main negative relay K6 and a pre-charging relay K7 to be closed, charging an equivalent capacitor C1 of the whole vehicle (at the moment, if a DC positive relay K1 and a DC negative relay K2 of a charger are in a closed state, and a high-voltage capacitor C2 in the charger is not charged, the battery can also charge the high-voltage capacitor C2 of the charger at the same time), and then executing the fifth step;
step five, judging whether the charging of the equivalent capacitor C1 of the whole vehicle is finished within a preset first time, if so, executing the step seven, otherwise, executing the step six;
sixthly, judging that the pre-charging is failed, sending pre-charging failure information to the vehicle-mounted instrument, and ending;
step seven, controlling a main positive relay K5 to be closed, controlling a pre-charging relay K7 to be opened, and then executing the step eight;
eighthly, judging whether the absolute value of the difference between the voltages of the positive and negative ends of the vehicle socket and the total voltage of the battery (namely the voltage between the two points C, D in the figure 1) is larger than a preset second voltage threshold value or not, if so, executing the ninth step, otherwise, executing the tenth step;
ninthly, judging the open-circuit fault of the vehicle-end direct-current loop (including two conditions of disconnection and non-contact of the vehicle-end direct-current loop), sending the open-circuit fault information of the vehicle-end direct-current loop to a vehicle-mounted instrument, and ending;
step ten, sending a battery charging readiness message (namely a BRO message) to a charger, starting timing, and then executing the step eleventh;
step ten, judging whether a ready message (namely a CRO message) output by a charger is received or not, if so, entering a battery charging stage, otherwise, executing the step twelfth;
a twelfth step of judging whether the timing time reaches a preset second time or not, if so, executing the thirteenth step, and otherwise, executing the fourteenth step;
step thirteen, judging that the charging parameter configuration fails, sending the charging parameter configuration failure information to the vehicle-mounted instrument, and ending;
and fourteenth, sending a battery charging readiness message (namely, a BRO message) to the charger, and then returning to execute the eleventh step.
As shown in fig. 3, the execution flow of the vehicle-mounted instrument includes:
judging whether abnormal information of the state of the charger is received or not, if so, executing the second step, and otherwise, executing the third step;
secondly, prompting abnormal state fault of the charger (prompting a user to change the charger), and then executing a third step;
step three, judging whether precharge failure information is received or not, if so, executing the step four, otherwise, executing the step five;
fourthly, performing a precharge failure prompt (prompting a user to detect and maintain in time), and then executing a fifth step;
step five, judging whether open-circuit fault information of a direct current loop at the vehicle end is received or not, if so, executing the step six, otherwise, executing the step seven;
sixthly, prompting the open-circuit fault of the direct-current loop at the vehicle end (prompting a user to detect and maintain in time), and then executing the seventh step;
step seven, judging whether charging parameter configuration failure information is received or not, if so, executing the step eight, and if not, finishing;
and eighthly, prompting the charging parameter configuration failure (prompting the user to find the reason), and then ending.
Before all relays at the vehicle end are closed, according to the requirements of national standards, a DC positive relay K1 and a DC negative relay K2 of a charger should be in an open state, the voltage between two points A, B in fig. 1 should be 0V theoretically, and the voltage between the two points A, B is set to be a preset first voltage threshold value in consideration of acquisition errors. The BMS firstly judges A, B whether the voltage between the two points is larger than a preset first voltage threshold value; if the voltage between the two points A, B is greater than a preset first voltage threshold value, the DC positive relay K1 and the DC negative relay K2 of the charger are closed in advance, the high-voltage capacitor C2 of the charger is charged and does not meet the national standard requirements, and at the moment, abnormal state fault prompting of the charger is carried out, so that the fault rate of vehicle parts is reduced, and the cost of replacing parts after sale and working hours is reduced; if the voltage between the two points A, B is less than or equal to the first predetermined voltage threshold, there are two cases: the first is that DC positive relay K1 and DC negative relay K2 of the charger are not closed to meet the requirement of national standard, the second is that DC positive relay K1 and DC negative relay K2 of the charger are closed in advance, and high-voltage capacitor C2 of the charger is not charged to meet the requirement of national standard, aiming at the second condition, by changing the closing sequence of the relays at the vehicle end, namely BMS controls DC charging positive relay K3 and DC charging negative relay K4 to be closed first, then controls pre-charging relay K7 and main negative relay K6 to be closed, the battery charges the equivalent capacitor C1 of the whole vehicle after the voltage division of the pre-charging resistor R, and simultaneously charges the high-voltage capacitor C2 of the charger, and after the equivalent capacitor C1 of the whole vehicle is charged, BMS controls the main positive relay K5 to be closed again to control the pre-charging relay K7 to be opened to charge the battery, thus the BMS avoids controlling the charging positive relay K3, the DC charging relay K3, the DC negative relay K2 and the DC relay K4 to be closed to be charged, When the direct-current charging negative relay K4 is closed, large current appears, so that the direct-current charging positive relay K3 and the direct-current charging negative relay K4 are adhered, the compatibility of matching of a vehicle and a charger is improved, and the probability of charging difficulty is reduced. And after BMS control main positive relay K5 closed and pre-charge relay K7 disconnected, compare the absolute value of the voltage difference between A, B point and C, D point, judge whether the vehicle end direct current return circuit breaks down, when the vehicle end direct current return circuit breaks down to indicate, it is unable to charge reason because the vehicle end direct current return circuit breaks down to make things convenient for user or maintenance person to discern fast. The practicability is strong, and the popularization and the application can be effectively carried out.
Example 2: as shown in fig. 4, the control system for dc charging of the electric vehicle includes a BMS, a vehicle-mounted meter, a vehicle-mounted communication controller, a cloud server, and a mobile communication terminal (e.g., a mobile phone), the BMS communicates with the vehicle-mounted meter and the vehicle-mounted communication controller through a CAN line, and the vehicle-mounted communication controller communicates with the mobile communication terminal through the cloud server. The charger comprises a DC positive relay K1, a DC negative relay K2 and a charger controller. When charging, the charger plug 2 is inserted into the vehicle socket 1, so that the connection of the charging circuit at the vehicle end and the charger end and the message communication between the BMS and the charger controller are realized. The hardware structure of the charging system at the vehicle end is the prior art, and the hardware structure and the charging control method at the charger end are the prior art. The control method for the direct current charging of the electric vehicle described in the present embodiment is performed by the BMS, the in-vehicle communication controller, the cloud server, and the mobile communication terminal.
The control method for direct current charging of the electric vehicle in the embodiment comprises the following steps:
firstly, after the message communication is normal and the BMS receives a maximum output capacity parameter message (namely a CML message) of a charger, the BMS judges whether the voltage at the positive end and the negative end of a vehicle socket (namely the voltage between A, B points in figure 1) is larger than a preset first voltage threshold value, if so, the second step is executed, otherwise, the third step is executed;
secondly, the BMS judges that the state of the charger is abnormal, and sends the abnormal state information of the charger to a vehicle-mounted instrument and a vehicle-mounted communication controller, the vehicle-mounted instrument prompts the abnormal state fault of the charger, the vehicle-mounted communication controller sends the abnormal state information of the charger to a mobile communication terminal through a cloud server, and the mobile communication terminal prompts the abnormal state fault of the charger through an APP interface and then finishes;
step three, the BMS controls the direct current charging positive relay K3 and the direct current charging negative relay K4 to be closed, and then the step four is executed;
step four, the BMS controls the main negative relay K6 and the pre-charging relay K7 to be closed to charge the equivalent capacitor C1 of the whole vehicle (at this time, if the DC positive relay K1 and the DC negative relay K2 of the charger are in a closed state, and the high-voltage capacitor C2 in the charger is not charged, the battery can also charge the high-voltage capacitor C2 of the charger at the same time), and then the fifth step is executed;
step five, the BMS judges whether the charging of the equivalent capacitor C1 of the whole vehicle is finished within a preset first time, if so, the step seven is executed, otherwise, the step six is executed;
sixthly, judging that the pre-charging is failed by the BMS, sending pre-charging failure information to the vehicle-mounted instrument and the vehicle-mounted communication controller, prompting the pre-charging failure by the vehicle-mounted instrument, sending the pre-charging failure information to the mobile communication terminal by the vehicle-mounted communication controller through the cloud server, prompting the pre-charging failure by the mobile communication terminal through the APP interface, and ending;
step seven, the BMS controls the main positive relay K5 to be closed, controls the pre-charging relay K7 to be opened, and then executes the eighth step;
eighthly, judging whether the absolute value of the difference between the voltages of the positive and negative ends of the vehicle socket and the total voltage of the battery (namely the voltage between the two points C, D in the figure 1) is larger than a preset second voltage threshold value or not by the BMS, if so, executing the ninth step, otherwise, executing the tenth step;
ninthly, judging the open-circuit fault of the direct-current loop of the vehicle end by the BMS, sending the open-circuit fault information of the direct-current loop of the vehicle end to a vehicle-mounted instrument and a vehicle-mounted communication controller, prompting the open-circuit fault of the direct-current loop of the vehicle end by the vehicle-mounted instrument, sending the open-circuit fault information of the direct-current loop of the vehicle end to the mobile communication terminal by the vehicle-mounted communication controller through the cloud server, prompting the open-circuit fault of the direct-current loop of the vehicle end by the mobile communication terminal through an APP interface, and ending;
step ten, the BMS sends a battery charging readiness message (namely a BRO message) to the charger, starts timing and then executes the step eleven;
step eleven, judging whether a ready message (namely a CRO message) output by a charger is received by the BMS, if so, entering a battery charging stage, otherwise, executing the step twelfth;
the twelfth step, the BMS judges whether the timing time reaches the preset second time, if so, the thirteenth step is executed, otherwise, the fourteenth step is executed;
step thirteen, the BMS judges that the charging parameter configuration fails, the charging parameter configuration failure information is sent to a vehicle-mounted instrument and a vehicle-mounted communication controller, the vehicle-mounted instrument carries out charging parameter configuration failure prompt, the vehicle-mounted communication controller sends the charging parameter configuration failure information to a mobile communication terminal through a cloud server, and the mobile communication terminal carries out charging parameter configuration failure prompt through an APP interface and then ends;
fourteenth, the BMS sends a battery charge ready message (i.e., a BRO message) to the charger and then returns to perform the eleventh step.
Claims (4)
1. A control method for direct current charging of an electric automobile is characterized by comprising the following steps:
the method comprises the steps that firstly, after message communication is normal and the BMS receives a maximum output capacity parameter message of a charger, the BMS judges whether voltages at the positive end and the negative end of a vehicle socket are larger than a preset first voltage threshold value or not, if yes, the second step is executed, and if not, the third step is executed;
secondly, the BMS judges the abnormal state of the charger, sends the abnormal state information of the charger to a prompting device for prompting, and then ends;
step three, the BMS controls a direct current charging positive relay (K3) and a direct current charging negative relay (K4) to be closed, and then the fourth step is executed;
step four, the BMS controls a main negative relay (K6) and a pre-charging relay (K7) to be closed to charge an equivalent capacitor (C1) of the whole vehicle, and then the fifth step is executed;
step five, the BMS judges whether the charging of the equivalent capacitor (C1) of the whole vehicle is finished within a preset first time, if so, the seventh step is executed, otherwise, the sixth step is executed;
step six, the BMS judges that the pre-charging fails, sends pre-charging failure information to a prompting device for prompting, and then ends;
seventhly, the BMS controls the main positive relay (K5) to be closed and the pre-charging relay (K7) to be opened, and then the eighth step is executed;
step eight, the BMS judges whether the absolute value of the difference between the voltages of the positive and negative ends of the vehicle socket and the total voltage of the battery is greater than a preset second voltage threshold value, if so, the ninth step is executed, otherwise, the tenth step is executed;
step nine, the BMS judges the open-circuit fault of the direct current loop of the vehicle end, sends the open-circuit fault information of the direct current loop of the vehicle end to a prompting device for prompting, and then ends;
step ten, the BMS sends a message of ready for charging the battery to the charger, starts timing and then executes the step eleven;
step eleven, judging whether a ready message output by a charger is received by the BMS, if so, entering a battery charging stage, otherwise, executing the step twelfth;
the twelfth step, the BMS judges whether the timing time reaches the preset second time, if so, the thirteenth step is executed, otherwise, the fourteenth step is executed;
step thirteen, the BMS judges that the charging parameter configuration fails, sends the charging parameter configuration failure information to a prompting device for prompting, and then ends;
and step fourteen, the BMS sends a message of ready battery charging to the charger and then returns to execute the eleventh step.
2. The method for controlling direct-current charging of the electric vehicle according to claim 1, characterized in that: the prompting device is a vehicle-mounted instrument and/or a mobile communication terminal which is in wireless communication with the vehicle.
3. A control system for direct current charging of an electric automobile comprises a BMS and a prompting device, wherein the prompting device is a vehicle-mounted instrument, and the BMS is communicated with the vehicle-mounted instrument through a CAN (controller area network) line; the method is characterized in that: the BMS is programmed to perform the control method of dc charging of the electric vehicle according to claim 1.
4. A direct-current charging control system of an electric automobile comprises a BMS, a vehicle-mounted communication controller, a cloud server and a prompting device, wherein the prompting device comprises a vehicle-mounted instrument and a mobile communication terminal, the BMS is communicated with the vehicle-mounted instrument and the vehicle-mounted communication controller through CAN lines, and the vehicle-mounted communication controller is wirelessly communicated with the mobile communication terminal through the cloud server; the method is characterized in that: the BMS is programmed to perform the control method of dc charging of the electric vehicle according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110053922.9A CN112848932B (en) | 2021-01-15 | 2021-01-15 | Control method and control system for direct current charging of electric automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110053922.9A CN112848932B (en) | 2021-01-15 | 2021-01-15 | Control method and control system for direct current charging of electric automobile |
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| Publication Number | Publication Date |
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| CN112848932A CN112848932A (en) | 2021-05-28 |
| CN112848932B true CN112848932B (en) | 2022-05-31 |
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| CN114325424B (en) * | 2021-12-30 | 2023-08-15 | 深蓝汽车科技有限公司 | Method for controlling electrification and insulation detection of vehicle-mounted battery |
| CN114889458B (en) * | 2022-06-16 | 2024-08-06 | 重庆长安新能源汽车科技有限公司 | High-voltage direct-current charging compatible adapting device, system and method, vehicle and memory |
| CN115001097B (en) * | 2022-06-16 | 2024-09-06 | 重庆长安新能源汽车科技有限公司 | Multi-motor high-voltage direct-current charging compatible adapting device, system, control method and vehicle |
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