WO2022021222A1 - 充电控制方法、装置、服务器、系统及介质 - Google Patents

充电控制方法、装置、服务器、系统及介质 Download PDF

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Publication number
WO2022021222A1
WO2022021222A1 PCT/CN2020/105866 CN2020105866W WO2022021222A1 WO 2022021222 A1 WO2022021222 A1 WO 2022021222A1 CN 2020105866 W CN2020105866 W CN 2020105866W WO 2022021222 A1 WO2022021222 A1 WO 2022021222A1
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Prior art keywords
charging
strategy
charging strategy
target
terminal
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PCT/CN2020/105866
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English (en)
French (fr)
Inventor
程康
王甲佳
朱泽敏
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华为技术有限公司
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Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to CN202080004234.7A priority Critical patent/CN112512860B/zh
Priority to EP20946958.4A priority patent/EP4180264A4/en
Priority to PCT/CN2020/105866 priority patent/WO2022021222A1/zh
Priority to JP2023506062A priority patent/JP7432059B2/ja
Publication of WO2022021222A1 publication Critical patent/WO2022021222A1/zh
Priority to US18/158,975 priority patent/US20230158919A1/en

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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
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • 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
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/31—Charging columns specially adapted for electric vehicles
    • 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
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    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/70—Interactions with external data bases, e.g. traffic centres
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/12—Electric charging stations
    • 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
    • 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
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging

Definitions

  • the present application relates to the technical field of electric vehicles, and in particular, to a charging control method, device, server, system and medium.
  • the fast charging technology of electric vehicles is very popular. It can charge the power battery to a state of charge (SOC) of about 80% in a short period of time (for example, half an hour), thereby reducing the user's mileage anxiety. , so it has been welcomed by the majority of car owners.
  • SOC state of charge
  • the present application provides a charging control method, device, server, system and medium, so that the charging parameters configured in the charging process can be more adapted to the current performance state of the vehicle power battery, thereby improving the life of the vehicle power battery and the charging safety. sex.
  • an embodiment of the present application provides a charging control method, which is applied to a first terminal, where the first terminal stores a first charging strategy and first time attribute information generated according to the generation time of the first charging strategy, wherein, The method includes: receiving second time attribute information from the second terminal, the second time attribute information is generated according to the generation time of the second charging strategy, and the second charging strategy is stored in the second terminal; sending target charging strategy information to the second terminal, The target charging strategy information is used to indicate a target charging strategy determined by the first terminal according to the first time attribute information and the second time attribute information, and the target charging strategy is a charging strategy generated later in the first charging strategy and the second charging strategy; The charging parameters are configured according to the target charging strategy.
  • a newer charging strategy in the first terminal and the second terminal is determined as the target charging strategy , so that the target charging strategy can be used for subsequent charging parameter configuration, so that the charging parameters configured in the charging process can be more adapted to the current performance state of the vehicle power battery, so as to improve the life of the vehicle power battery and the charging safety.
  • the second charging pile is a vehicle or an in-vehicle charging device, or if the second charging terminal is a charging pile, the first charging pile is a vehicle or an in-vehicle charging device.
  • the generation time of the first charging strategy is later than or equal to the generation time of the second charging strategy
  • the target charging strategy is the first charging strategy
  • the target charging strategy information includes the first charging strategy
  • the generation time of the first charging strategy stored in the first terminal is later than the generation time of the second charging strategy stored in the second terminal, it means that the first charging strategy is stored in the first terminal It is relatively new and can better adapt to the current performance state of the vehicle power battery. Therefore, the charging parameters of the first terminal and the second terminal can be configured according to the first charging strategy.
  • the generation time of the first charging strategy is earlier than or equal to the generation time of the second charging strategy
  • the target charging strategy is the second charging strategy
  • the method further includes: receiving the second charging strategy from the second terminal Strategy.
  • the first terminal can receive the second charging strategy from the second terminal, so that the charging strategies in the first terminal and the second terminal are consistent, so as to The strategy matching is completed, so that the first terminal and the second terminal can configure the charging parameters according to the second charging strategy.
  • the method before receiving the second time attribute information from the second terminal, the method further includes: performing a charging handshake with the second terminal.
  • the generation sequence of the charging strategy information stored in the first terminal and the second terminal is compared to determine the The newer charging strategy information is used as the target charging strategy information, so that the target charging strategy information corresponding to the target charging strategy identifier is used for subsequent charging parameter configuration, so that the charging parameters configured in the charging process can be more adapted
  • the current performance status of the vehicle power battery to improve the life and charging safety of the vehicle power battery.
  • the target charging strategy includes multiple charge state ranges and multiple stage charging strategies, the multiple charge state ranges are in one-to-one correspondence with the multiple stage charging strategies, and the charging parameters are configured according to the target charging strategy, including : According to the current state of charge and the target charging strategy, one stage charging strategy is selected from the multiple stage charging strategies as the current stage charging strategy; the charging parameters are configured according to the current stage charging strategy.
  • the charging parameter configuration is performed according to the target charging strategy, and further includes: reselecting a charging strategy at one stage from the charging strategies in multiple stages to update the charging strategy at the current stage according to the change of the current state of charge; After the current stage of the charging strategy, re-configure the charging parameters.
  • staged charging is implemented, so that appropriate charging parameters are matched in each SOC level or interval, Further, the charging parameters configured during the charging process can be more adapted to the current performance state of the vehicle power battery.
  • the method further includes: receiving the first charging strategy and the first time attribute information from the server.
  • the method further includes: sending a charging service request to the server, wherein the charging service request includes the identity of the vehicle.
  • an embodiment of the present application provides a charging control method, which is applied to a second terminal, wherein the second terminal stores a second charging strategy and second time attribute information generated according to the generation time of the second charging strategy,
  • the method includes: sending second time attribute information to a first terminal; receiving target charging strategy information from the first terminal, where the target charging strategy information is used to indicate a target determined by the first terminal according to the first time attribute information and the second time attribute information charging strategy, the first time attribute information is generated according to the generation time of the first charging strategy stored in the first terminal, and the target charging strategy is a charging strategy generated later in the first charging strategy and the second charging strategy; according to the target charging strategy
  • the charging strategy configures charging parameters.
  • the generation time of the first charging strategy is later than or equal to the generation time of the second charging strategy
  • the target charging strategy is the first charging strategy
  • the target charging strategy information includes the first charging strategy
  • the generation time of the first charging strategy is earlier than or equal to the generation time of the second charging strategy
  • the target charging strategy is the second charging strategy
  • the method further includes: sending the second charging strategy to the first terminal .
  • the method before sending the second time attribute information to the first terminal, the method further includes: performing a charging handshake with the first terminal.
  • the target charging strategy includes multiple charge state ranges and multiple stage charging strategies, the multiple charge state ranges are in one-to-one correspondence with the multiple stage charging strategies, and the charging parameters are configured according to the target charging strategy, including : According to the current state of charge and the target charging strategy, one stage charging strategy is selected from the multiple stage charging strategies as the current stage charging strategy; the charging parameters are configured according to the current stage charging strategy.
  • the charging parameter configuration is performed according to the target charging strategy, and further includes: reselecting a charging strategy at one stage from the charging strategies in multiple stages to update the charging strategy at the current stage according to the change of the current state of charge; After the current stage of the charging strategy, re-configure the charging parameters.
  • the method further includes: receiving the second charging strategy and the second time attribute information from the server.
  • an embodiment of the present application further provides a charging control method, which includes: receiving a charging service request sent by a vehicle, wherein the charging service request includes an identification of the vehicle; strategy; generate time attribute information according to the time when the charging strategy is generated; send the charging strategy and time attribute information to the vehicle.
  • an embodiment of the present application further provides a charging control device, including: a storage module for storing a first charging strategy and first time attribute information generated according to a generation time of the first charging strategy; a receiving module for Receive second time attribute information from the second terminal, the second time attribute information is generated according to the generation time of the second charging strategy, and the second charging strategy is stored in the second terminal; the sending module is configured to send the target charging strategy information to the second terminal , the target charging strategy information is used to indicate the target charging strategy determined according to the first time attribute information and the second time attribute information, and the target charging strategy is a charging strategy generated later in the first charging strategy and the second charging strategy; the configuration module , which is used to configure charging parameters according to the target charging strategy.
  • the target charging strategy is the first charging strategy, and the target charging strategy information includes the first charging strategy.
  • the generation time of the first charging strategy is earlier than or equal to the generation time of the second charging strategy
  • the target charging strategy is the second charging strategy
  • the receiving module is further configured to: receive the first charging strategy from the second terminal. Two charging strategies.
  • the sending module and the receiving module are further configured to perform a charging handshake with the second terminal.
  • the target charging strategy includes multiple charge state ranges and multiple stage charging strategies, and the multiple charge state ranges are in one-to-one correspondence with the multiple stage charging strategies; the configuration module is specifically used for: according to the current charge The state and target charging strategy select one stage charging strategy from multiple stage charging strategies as the current stage charging strategy; configure the charging parameters according to the current stage charging strategy.
  • the configuration module is further configured to: reselect a stage charging strategy from a plurality of stage charging strategies according to the change of the current state of charge to update the current stage charging strategy; according to the updated current stage charging strategy Reconfigure the charging parameters.
  • the receiving module is further configured to receive the first charging strategy and the first time attribute information from the server.
  • an embodiment of the present application further provides a charging control device, including: a storage module for storing the second charging strategy and second time attribute information generated according to the generation time of the second charging strategy; for sending the second time attribute information to the first terminal; the receiving module is used for receiving target charging strategy information from the first terminal, and the target charging strategy information is used to instruct the first terminal to determine according to the first time attribute information and the second time attribute information the target charging strategy, the first time attribute information is generated according to the generation time of the first charging strategy stored in the first terminal, and the target charging strategy is a charging strategy generated later in the first charging strategy and the second charging strategy;
  • the configuration module is used to configure the charging parameters according to the target charging strategy.
  • the generation time of the first charging strategy is later than or equal to the generation time of the second charging strategy
  • the target charging strategy is the first charging strategy
  • the target charging strategy information includes the first charging strategy
  • the generation time of the first charging strategy is earlier than or equal to the generation time of the second charging strategy
  • the target charging strategy is the second charging strategy
  • the sending module is further configured to: send the first charging strategy to the first terminal. Two charging strategies.
  • the sending module and the receiving module are further configured to perform a charging handshake with the first terminal.
  • the target charging strategy includes multiple charge state ranges and multiple stage charging strategies, and the multiple charge state ranges are in one-to-one correspondence with the multiple stage charging strategies, and the configuration module is specifically used for: according to the current charge
  • the state and target charging strategy select one stage charging strategy from multiple stage charging strategies as the current stage charging strategy; configure the charging parameters according to the current stage charging strategy.
  • the configuration module is further configured to: reselect a stage charging strategy from a plurality of stage charging strategies according to the change of the current state of charge to update the current stage charging strategy; according to the updated current stage charging strategy Reconfigure the charging parameters.
  • the receiving module is further configured to receive the first charging strategy and the first time attribute information from the server.
  • the charging control device in the fourth aspect is a charging pile
  • the charging control device in the fifth aspect is a vehicle or an in-vehicle charging device
  • the charging control device in the fourth aspect is a vehicle or an in-vehicle charging device
  • the charging control device in the fifth aspect is a charging pile.
  • an embodiment of the present application further provides a server, including: a receiving module for receiving a charging service request sent by a vehicle, where the charging service request includes an identification of the vehicle; a processing module for The historical charging and discharging data of the battery generates a charging strategy; the processing module is further used for generating time attribute information according to the time when the charging strategy is generated; the sending module is used for sending the charging strategy and the time attribute information to the vehicle.
  • the receiving module is also used to receive historical charging and discharging data sent by the vehicle; in addition, the receiving module is also used to receive historical charging data sent by the charging pile.
  • embodiments of the present application further provide a charging control device, including: a processor; and a memory for storing a computer program of the processor; wherein the processor is configured to implement the first aspect by executing the computer program Any of the charging control methods provided.
  • an embodiment of the present application further provides a charging control device, including: a processor; and a memory for storing a computer program of the processor; wherein the processor is configured to implement the second aspect by executing the computer program Any of the charging control methods provided.
  • the charging control device in the eighth aspect is a charging pile
  • the charging control device in the seventh aspect is a vehicle or an in-vehicle charging device
  • the charging control device in the eighth aspect is a vehicle or an in-vehicle charging device
  • the charging control device in the seventh aspect is a charging pile.
  • an embodiment of the present application further provides a server, including: a processor; and a memory for storing a computer program of the processor; wherein the processor is configured to implement the computer program provided in the third aspect by executing the computer program Any kind of charging control method.
  • an embodiment of the present application further provides a charging control system, including: the charging control device provided in the fourth aspect and the charging control device in the fifth aspect.
  • the above charging control system further includes: the server provided in the sixth aspect.
  • an embodiment of the present application further provides a charging control system, including: the charging control device provided in the seventh aspect and the charging control device in the eighth aspect.
  • the above charging control system further includes: the server provided in the ninth aspect.
  • an embodiment of the present application further provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, implements any one of the charging control methods provided in the first aspect.
  • an embodiment of the present application further provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, implements any one of the charging control methods provided in the second aspect.
  • an embodiment of the present application further provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, implements any one of the charging control methods provided in the third aspect.
  • the embodiments of the present application further provide a computer program product, which, when the computer program product runs on an electronic device, enables the electronic device to execute any one of the charging control methods provided in the first aspect.
  • the embodiments of the present application further provide a computer program product, which, when the computer program product runs on an electronic device, enables the electronic device to execute any one of the charging control methods provided in the second aspect.
  • the embodiments of the present application further provide a computer program product, which, when the computer program product runs on an electronic device, enables the electronic device to execute any one of the charging control methods provided in the third aspect.
  • the charging control method, device, server, system, and medium provided by the embodiments of the present application determine the first terminal and the second terminal by comparing the generation sequence of the charging strategies stored in the first terminal and the second terminal in the first terminal.
  • the newer charging strategy in the second terminal is used as the target charging strategy, so that the target charging strategy can be used for subsequent charging parameter configuration, so that the charging parameters configured during the charging process can be more adapted to the current performance state of the vehicle power battery , in order to improve the life of the vehicle power battery and charging safety.
  • Figure 1 is a comparison chart of the performance degradation of slow-charge and fast-charge batteries at room temperature
  • FIG. 2 is a schematic diagram of the architecture of a charging control system provided by an embodiment of the present application
  • FIG. 3 is a schematic diagram of an overall charging process provided by an embodiment of the present application.
  • FIG. 4 is a schematic flowchart of a first charging control method provided by an embodiment of the present application.
  • FIG. 5 is a schematic flowchart of a second charging control method provided by an embodiment of the present application.
  • FIG. 6 is a schematic flowchart of a third charging control method provided by an embodiment of the present application.
  • FIG. 7 is a schematic flowchart of a fourth charging control method provided by an embodiment of the present application.
  • FIG. 8 is a schematic flowchart of a fifth charging control method provided by an embodiment of the present application.
  • FIG. 9 is a schematic flowchart of a sixth charging control method provided by an embodiment of the present application.
  • FIG. 10 is a schematic structural diagram of a charging control device provided by an embodiment of the present application.
  • FIG. 11 is a schematic structural diagram of another charging control device provided by an embodiment of the present application.
  • FIG. 12 is a schematic structural diagram of a server provided by an embodiment of the present application.
  • FIG. 13 is a schematic structural diagram of a charging control device provided by an embodiment of the present application.
  • FIG. 14 is a schematic structural diagram of another charging control device provided by an embodiment of the present application.
  • FIG. 15 is a schematic structural diagram of a server provided by an embodiment of the present application.
  • Range anxiety refers to the fear of a car owner or driver that the vehicle does not have enough range to reach its destination and that it will break down on the road. Range anxiety, which mainly occurs with pure electric vehicles, is also considered a major obstacle to the large-scale implementation of electric vehicles. Especially when there is no breakthrough in battery technology and charging piles are not popular enough at this stage, the problem of mileage anxiety greatly affects the user experience, and also affects the sales of electric vehicles and other electric driving tools.
  • the fast charging technology of electric vehicles is very popular. It can charge the power battery to the SOC level of about 80% in a short time (for example, half an hour), so as to reduce the user's mileage anxiety, so it is welcomed by the majority of car owners. .
  • the SOC value is the ratio of the remaining capacity of the battery after being used for a period of time or left unused for a long time to its capacity in a fully charged state, usually expressed as a percentage, and its value ranges from 0 to 1.
  • Figure 1 is a comparison chart of the performance degradation of slow-charge and fast-charge batteries at room temperature. As shown in Figure 1, where L1 is the battery capacity decay curve when the power battery is continuously charged slowly, and L2 is the battery capacity decay curve when the power battery is continuously fast charged. In contrast, continuous fast charging will make the battery capacity decay faster.
  • the essence of fast charging is to directly store DC power inside the battery, but the power of DC power is very large, the voltage during charging is about 400V-500V, and the current is about 20A-30A.
  • the charging process a large number of electrons are continuously accelerated to flow from the positive electrode to the negative electrode of the battery. This process will generate a high amount of heat, and due to the increase in temperature, the semi-permeable membrane on the surface of the negative electrode of the battery (similar to the separation wall) will be formed. exist, separate the electrode material and the electrolyte to prevent it from reacting) and rupture, and at the same time, a reaction will occur, foreign matter will be generated on the electrode, and the electrolyte will be decomposed. Over time, the battery capacity will gradually decrease, resulting in shortened cruising range and reduced user experience.
  • the use of high-power fast charging when the battery is aging is likely to cause accidents.
  • the accident rate directly or indirectly caused by the use of fast charging was as high as 29%.
  • the main reason is that the stability of the battery will deteriorate after 300-500 times of fast charging.
  • the thermal runaway temperature of ordinary ternary lithium batteries is about 215 degrees, while the thermal runaway critical of frequent fast-charging ternary lithium batteries will drop to 107 degrees. , it is more likely to trigger a fire event due to thermal runaway of the battery. Therefore, the charging methods for batteries in different health states should be different. For example, if the battery is aging, the maximum charging current should be smaller than that of a new battery.
  • the fast charging service provider can calculate an optimal charging strategy for the battery through the historical charging data of the battery.
  • the general user will not be bound to one charging service provider. If the user has been in different service providers for a long time charging, then the optimal charging strategy given by the service provider is not the optimal strategy based on the latest battery state. Therefore, how to ensure that the optimal charging strategy used by the user for each charging is generated based on the latest battery state is a problem that needs to be solved.
  • FIG. 2 is a schematic diagram of the architecture of a charging control system provided by an embodiment of the present application.
  • the charging control system provided in this embodiment includes a battery management system vehicle 100 , a charging pile 200 and a server 300 .
  • the server 300 may only be in communication connection with the vehicle 100 , or may be in communication connection only with the charging pile 200 , and may also be in communication connection with the vehicle 100 and the charging pile 200 respectively.
  • the vehicle 100 includes a vehicle-machine data collection module 110 , a vehicle-machine data reporting module 120 , and a vehicle-machine charging interaction module 130 .
  • the vehicle data collection module 110 is used to collect the charging and discharging data of the vehicle power battery in the vehicle 100, and then, the collected data is sent to the vehicle data collection module 331 in the server 300 through the vehicle data reporting module 120, and the It is saved to the vehicle data storage module 332 in the server 300 .
  • the charging pile 200 includes a charging pile data collection module 210 , a charging pile data reporting module 220 and a charging pile charging interaction module 230 .
  • the charging pile data collection module 210 is used to collect the charging data in the charging pile 200, and then the collected data is sent to the charging pile data collection module 341 in the server 300 through the charging pile data collection module 220, and is saved to the server The charging pile data storage module 342 in 300.
  • the server 300 also includes a battery charging application 310 and a charging strategy calculation module 320 .
  • the battery charging application 310 provides a charging application for issuing a charging strategy.
  • the charging strategy calculation module 320 is used to determine the charging strategy according to the historical charge and discharge data in the bottom locomotive data storage module 332 and the charging pile data storage module 342, wherein the charging strategy calculation module 320 is used as the middle layer for the upper battery
  • the charging application 310 provides services related to data analysis and basic algorithms, wherein the algorithm for determining the charging strategy according to the historical charging and discharging data may be various strategy determination algorithms in the prior art, which is not specifically limited in this embodiment.
  • the vehicle 100 can be configured through the charging process related to the vehicle-machine charging interaction module 130 and the charging pile charging interaction module 230 in the charging pile 200 , wherein , the charging process configuration includes charging strategy matching and charging parameter configuration.
  • the vehicle 100 may further include a vehicle-machine data display module 140 and a vehicle-machine data storage module 150
  • the charging pile 200 may further include a charging pile data display module 240 and a charging pile data storage module 250
  • the vehicle data display module 140 may display the relevant charging information on the vehicle (for example: current remaining power, remaining charging time and battery temperature, etc.) when the vehicle 100 is being charged, and the vehicle data storage module 150 Then it may be used to store the charging strategy identifier and charging strategy information.
  • the charging pile data display module 240 may perform the charging information (for example: current output power, remaining charging time and battery temperature, etc.) on the charging pile 200 when the charging pile 200 is charging the vehicle 100 . display, and the charging pile data storage module 250 may be used to store the charging strategy identifier and charging strategy information.
  • FIG. 3 is a schematic diagram of an overall charging process provided by an embodiment of the present application.
  • the overall charging process provided by this embodiment includes eight stages: S101: physical connection completed, S102: low-voltage auxiliary power-on, S103: charging handshake stage, S104: strategy matching stage, and S105: charging parameter configuration stage , S106: the charging stage, S107: the stage charging is completed, and S108: the charging end stage.
  • the charging handshake stage is divided into a handshake startup stage and a handshake identification stage.
  • the low-voltage auxiliary power supply is turned on, and the handshake message is sent into the startup stage, followed by insulation monitoring.
  • the handshake identification stage is entered, and the two parties send identification messages to determine the necessary information of the battery and the charging pile.
  • the charging pile and the BMS need to enter the strategy matching phase to determine the target charging strategy information, where the target charging strategy information is the charging strategy information generated later in the charging pile and the BMS. Therefore, when the vehicle is charging, the charging strategy adopted is the charging strategy determined based on the newer battery charge and discharge data, so that the currently adopted charging strategy is more suitable for the current battery state of the vehicle power battery, so as to improve the power of the vehicle. Battery life and charging safety.
  • the charging strategy information in the charging pile may be derived from a server bound to the charging pile, and the charging strategy information in the BMS may be derived from a server bound to the vehicle.
  • the charging strategy information sent by the server may be an optimal charging strategy determined based on historical charging and discharging data.
  • the charging parameters can be configured according to the determined target charging strategy information.
  • the target charging strategy information may be to configure different charging parameters at different SOC levels.
  • the target charging strategy information may be in the form of the first type or the form of the second type.
  • the first type of form may include the maximum charging voltage, the maximum charging current and the maximum temperature under different SOC levels
  • the second type may include the maximum charging voltage, the maximum charging current and the maximum temperature in different SOC degree intervals.
  • the current SOC level and target charging parameters can be obtained to determine the current charging parameters.
  • the current charging parameters can be determined. are: maximum charging voltage (V1), maximum charging current (I1) and maximum charging temperature (T1). Therefore, the charging pile and the BMS can configure the charging parameters according to the maximum charging voltage (V1), the maximum charging current (I1) and the maximum charging temperature (T1).
  • the current charging parameters are updated to: maximum charging voltage (V2), maximum charging current (I2) and maximum charging temperature (T2) until the end of charging.
  • the current SOC level and target charging parameters can be obtained to determine the current charging parameters.
  • the charging parameters are: maximum charging voltage (V1), maximum charging current (I1) and maximum charging temperature (T1). Therefore, the charging pile and the BMS configure the charging parameters according to the maximum charging voltage (V1), the maximum charging current (I1) and the maximum charging temperature (T1). In interval 2, the current charging parameters are updated to: maximum charging voltage (V2), maximum charging current (I2), and maximum charging temperature (T2) until the end of charging.
  • the BMS sends the battery charging requirements to the charging pile in real time, and the charging pile adjusts the charging voltage and charging current according to the battery charging requirements to ensure the normal charging process.
  • the charging pile and the BMS send their respective charging states to each other.
  • the BMS sends the specific status information, voltage, temperature and other information of the power battery to the charging pile as required.
  • the BMS judges whether to end the charging process according to whether the charging process is normal, whether the battery status reaches the charging end condition set by the BMS itself, and whether it receives the charging pile termination message (including the specific termination reason, the message parameter value authority 0, and the untrusted state). Charging; the charging pile is based on whether it receives a stop charging command, whether the charging process is normal, whether it reaches the artificially set charging parameter value, or whether it receives a BMS aborting charging message (including the specific reason for the suspension, the message parameter value is authoritative 0 and unacceptable). status) to determine whether to end charging.
  • the BMS sends the charging statistical data during the entire charging process to the charging pile, including the initial SOC, final SOC, the lowest voltage and the highest voltage of the battery; after the charging pile receives the charging statistical data from the BMS, it sends the output of the entire charging process to the BMS.
  • Information such as power, accumulated charging time, etc., and finally stop the output of the low-voltage auxiliary power supply.
  • FIG. 4 is a schematic flowchart of a first charging control method provided by an embodiment of the present application.
  • the execution subject of the method may be a first terminal, and the first terminal stores a first charging strategy and generates a charging strategy according to the generation time of the first charging strategy
  • the first time attribute information of that is, the first time attribute information is used to characterize the generation time of the first charging strategy.
  • the above method may include:
  • S201 Receive second time attribute information.
  • the first terminal may receive the second time attribute information from the second terminal.
  • the second charging strategy is stored in the second terminal, and the second time attribute information is generated according to the generation time of the second charging strategy, that is, the second time attribute information is used to represent the generation time of the second charging strategy.
  • S202 The target charging strategy determined according to the first time attribute information and the second time attribute information.
  • the target charging strategy determined according to the first time attribute information and the second time attribute information, wherein the target charging strategy is the first charging strategy and the second charging strategy A charging strategy generated later in the strategy, that is, by comparing the time represented by the first time attribute information and the time represented by the second time attribute information, to determine the charging strategy generated later. It can be seen that the target charging strategy is a relatively new charging strategy in both the first terminal and the second terminal, which can better adapt to the current performance state of the power battery.
  • S203 Send target charging strategy information to the second terminal.
  • the target charging strategy information corresponding to the target charging strategy may be sent to the second terminal.
  • S204 Perform charging parameter configuration according to the target charging strategy.
  • the first terminal and the second terminal may perform subsequent charging parameter configuration according to the determined target charging strategy, respectively.
  • a newer charging strategy in the first terminal and the second terminal is determined as the target charging strategy , so that the target charging strategy can be used for subsequent charging parameter configuration, so that the charging parameters configured in the charging process can be more adapted to the current performance state of the vehicle power battery, so as to improve the life of the vehicle power battery and the charging safety.
  • the second terminal can be a charging pile
  • the second terminal can be a vehicle or a charging pile. In-vehicle charging device.
  • FIG. 5 is a schematic flowchart of a second charging control method provided by an embodiment of the present application. As shown in FIG. 5 , the charging control method provided in this embodiment includes:
  • the charging handshake stage is divided into a handshake startup stage and a handshake identification stage.
  • the low-voltage auxiliary power supply is turned on, and the handshake message is sent into the startup stage, followed by insulation monitoring.
  • the handshake identification stage is entered, and the two parties send identification messages to determine the necessary information of the battery and the charging pile.
  • the charging pile and BMS enter the charging parameter configuration phase. At this stage, the charging pile sends a message of the maximum output capacity of the charging pile to the BMS, and the BMS judges whether charging can be performed according to the maximum output capacity of the charging pile.
  • S302 may include:
  • the first terminal may receive the second time attribute information from the second terminal.
  • the second charging strategy is stored in the second terminal, and the second time attribute information is generated according to the generation time of the second charging strategy, that is, the second time attribute information is used to represent the generation time of the second charging strategy.
  • S3022 The target charging strategy determined according to the first time attribute information and the second time attribute information.
  • the target charging strategy determined according to the first time attribute information and the second time attribute information, wherein the target charging strategy is the first charging strategy and the second charging strategy A charging strategy generated later in the strategy, that is, by comparing the time represented by the first time attribute information and the time represented by the second time attribute information, to determine the charging strategy generated later. It can be seen that the target charging strategy is a relatively new charging strategy in both the first terminal and the second terminal, which can better adapt to the current performance state of the power battery.
  • the first charging strategy and the first time attribute information in the first terminal may be obtained by being received from the server.
  • the server may actively deliver to the first terminal, or after the first terminal makes a request to the server, the server may deliver the request to the first terminal in response to the request.
  • the second charging strategy and the second time attribute information in the second terminal may also be obtained from the server.
  • the server may actively deliver to the second terminal, or after the second terminal makes a request to the server, the server may deliver the request to the second terminal in response to the request.
  • the target charging strategy is the first charging strategy
  • the target charging strategy information includes the first charging strategy.
  • the method further includes: receiving the second charging strategy from the second terminal.
  • the second terminal can be a charging pile
  • the second terminal can be a vehicle or a charging pile. In-vehicle charging device.
  • S303 Send target charging strategy information to the second terminal.
  • the target charging strategy information corresponding to the target charging strategy may be sent to the second terminal.
  • S304 Perform charging parameter configuration according to the target charging strategy.
  • the first terminal and the second terminal may perform subsequent charging parameter configuration according to the determined target charging strategy, respectively.
  • the target charging strategy may include multiple charge state ranges and multiple stage charging strategies, and the multiple charge state ranges are in one-to-one correspondence with the multiple stage charging strategies.
  • the first terminal and the second terminal select one stage charging strategy from a plurality of stage charging strategies as the current stage charging strategy according to the current state of charge and the target charging strategy, and then configure the charging parameters according to the current stage charging strategy.
  • one stage charging strategy can also be reselected from the multiple stage charging strategies according to the current state of charge change to update the current stage charging strategy, and recharge according to the updated current stage charging strategy parameter configuration.
  • newer charging strategy information can be determined as the target charging strategy, and the new charging strategy information can be used as the target charging strategy.
  • the target charging strategy is used for subsequent charging parameter configuration, so that the charging parameters configured during the charging process can be more adapted to the current performance state of the vehicle power battery, so as to improve the life of the vehicle power battery and charging safety.
  • the car can still be optimally charged with the latest battery health status at different service providers, and can be charged using the process specified in the national standard GB/T 27930-2015, thereby improving the method's performance.
  • Universality ensures that users can use the optimal charging strategy generated by the latest state to charge at different charging service providers.
  • FIG. 6 is a schematic flowchart of a third charging control method provided by an embodiment of the present application. As shown in FIG. 6 , the charging control method provided in this embodiment includes:
  • the charging handshake stage is divided into a handshake startup stage and a handshake identification stage.
  • the low-voltage auxiliary power supply is turned on, and the handshake message is sent into the startup stage, followed by insulation monitoring.
  • the handshake identification stage is entered, and the two parties send identification messages to determine the necessary information of the battery and the charging pile.
  • the charging pile and BMS enter the charging parameter configuration phase. At this stage, the charging pile sends a message of the maximum output capacity of the charging pile to the BMS, and the BMS judges whether charging can be performed according to the maximum output capacity of the charging pile.
  • S402 may include:
  • S4021 Receive second time attribute information.
  • the charging pile may receive the second time attribute information from the BMS of the vehicle.
  • the second charging strategy is stored in the BMS of the vehicle, and the second time attribute information is generated according to the generation time of the second charging strategy, that is, the second time attribute information is used to represent the generation time of the second charging strategy.
  • S4022 The target charging strategy determined according to the first time attribute information and the second time attribute information.
  • a target charging strategy determined according to the first time attribute information and the second time attribute information wherein the target charging strategy is the first charging strategy and the second charging strategy
  • a charging strategy generated later in the middle of the charging strategy is determined by comparing the time represented by the first time attribute information and the time represented by the second time attribute information to determine the charging strategy generated later. It can be seen that the target charging strategy is a newer charging strategy in both the charging pile and the vehicle, which can better adapt to the current performance state of the power battery.
  • the target charging strategy is the first charging strategy.
  • the charging pile can send the first charging strategy to the BMS, so that the BMS of the vehicle can subsequently configure the charging parameters according to the determined target charging strategy.
  • the BMS After the BMS confirms to receive the target charging strategy, it can perform subsequent charging parameter configuration according to the target charging strategy.
  • the target charging parameter in the target charging strategy information is the second charging parameter in the second charging strategy.
  • the charging pile can receive the first charging strategy from the BMS. Two charging strategies, so that the charging pile can subsequently configure charging parameters according to the determined target charging strategy.
  • the charging pile can complete the strategy matching stage by comparing the generation sequence of the charging strategy stored in the charging pile and the vehicle, and then determine a newer charging strategy
  • the information is used as the target charging strategy, so that the target charging strategy corresponding to the target charging strategy identifier is used for subsequent charging parameter configuration, so that the charging parameters configured during the charging process can be more adapted to the current performance state of the vehicle power battery , in order to improve the life of the vehicle power battery and charging safety.
  • FIG. 7 is a schematic flowchart of the fourth charging control method provided by the embodiment of the present application.
  • the charging control method provided in this embodiment includes:
  • S501 Send a charging service request.
  • the charging pile and the server are in a binding relationship, that is, the vehicle is charged at the charging service provider to which it is bound.
  • the battery charging application in the server receives the charging service request sent by the vehicle, where the charging service request may include the identity of the vehicle.
  • the server can determine the charging strategy information according to the identity identifier and historical charging and discharging data.
  • the historical charging and discharging data includes charging data and discharging data.
  • the charging data includes the voltage measurement value, current measurement value and temperature measurement value of each state of charge of the battery during charging.
  • Discharge data includes voltage measurements, current measurements, and temperature measurements for each state of charge when the battery is discharged.
  • the server can obtain the historical charging and discharging data corresponding to the identity from the vehicle data storage module and/or the charging pile data storage module according to the identity in the charging service request, and then use the charging strategy calculation module to calculate Calculate the optimal charging strategy under the current battery state.
  • S502 Send charging strategy information.
  • the battery charging application sends the charging strategy information to the car BMS and the charging pile.
  • the charging strategy information has a unique time-related identification, that is, the charging strategy identification, which is unique. and time correlation, that is, the time sequence of two different strategies can be judged according to the identifier, and the form of the identifier can be a character string or a number, which is not limited in this embodiment.
  • the battery charging application sends the optimal charging strategy to the vehicle BMS and the charging pile in the form of a data file or data message, and the charging interaction module of the vehicle BMS and the charging pile receives the optimal charging strategy and saves it in the data storage module.
  • the subsequent charging configuration can be performed according to the optimal charging strategy.
  • the charging handshake stage is divided into a handshake startup stage and a handshake identification stage.
  • the low-voltage auxiliary power supply is turned on, and the handshake message is sent in the startup stage, followed by insulation monitoring.
  • the handshake identification stage is entered, and the two parties send identification messages to determine the necessary information of the battery and the charging pile.
  • the charging pile and BMS enter the charging parameter configuration phase. At this stage, the charging pile sends a message of the maximum output capacity of the charging pile to the BMS, and the BMS judges whether charging can be performed according to the maximum output capacity of the charging pile.
  • the charging pile can read the second charging strategy identifier from the BMS of the vehicle, where the second charging strategy identifier is used to identify the second charging strategy generated at the second time node, wherein the second charging strategy is stored in the BMS .
  • S5042 Whether the generation time node of the second charging strategy identification is earlier than the generation time node of the first charging strategy identification. If yes, execute S5043; if not, execute S505.
  • the charging pile can determine whether the generation time node of the second charging strategy identification is earlier than the generation time node of the first charging strategy identification.
  • the first charging strategy identifier is used to identify the first charging strategy generated at the first time node, the first charging strategy is stored in the charging pile, and the target charging strategy identifier is the strategy identifier generated at a later time node, that is, the target
  • the charging strategy is a newer charging strategy in both the vehicle and the charging pile, which can better adapt to the current performance state of the vehicle's power battery.
  • the target charging strategy identifier is the first charging strategy identifier stored in the charging pile
  • the target charging parameter in the target charging strategy is the first charging parameter in the first charging strategy
  • the charging pile can use the first charging strategy It is sent to the BMS, so that the BMS of the vehicle can subsequently configure the charging parameters according to the determined target charging strategy.
  • the BMS After the BMS confirms to receive the target charging strategy, it can perform subsequent charging parameter configuration according to the target charging strategy.
  • the target charging parameter in the target charging strategy is the second charging parameter in the second charging strategy, and at this time, the charging pile receives the second charging strategy from the BMS , so that the charging pile can subsequently configure the charging parameters according to the determined target charging strategy.
  • the charging parameters in the target charging strategy can be used for subsequent charging parameter configuration.
  • the charging parameters may include one or more of the upper limit value of the charging voltage, the upper limit value of the charging current, and the upper limit value of the charging temperature.
  • the current SOC level and target charging parameters can be obtained to determine the current charging parameters.
  • the target charging strategy may include multiple charge state ranges and multiple stage charging strategies, and the multiple charge state ranges are in one-to-one correspondence with the multiple stage charging strategies.
  • the first terminal and the second terminal select one stage charging strategy from a plurality of stage charging strategies as the current stage charging strategy according to the current state of charge and the target charging strategy, and then configure the charging parameters according to the current stage charging strategy.
  • one stage charging strategy can also be reselected from the multiple stage charging strategies according to the current state of charge change to update the current stage charging strategy, and recharge according to the updated current stage charging strategy parameter configuration.
  • the target charging strategy information is shown in Table 3:
  • the current charging parameters can be determined as: maximum charging voltage (V1), maximum charging current (I1) and maximum charging temperature (T1). Therefore, the charging pile and the BMS configure the charging parameters according to the maximum charging voltage (V1), the maximum charging current (I1) and the maximum charging temperature (T1), and when it is determined that the SOC level reaches 20, the current SOC level has reached 20- 50 interval, the current charging parameters are updated to: maximum charging voltage (V2), maximum charging current (I2) and maximum charging temperature (T2) until the end of charging.
  • the charging parameters in each SOC level range can be sent through the PGN156 message in the national standard GB/T 27930-2015.
  • the specific form can refer to Table 4:
  • SPN Definition of SPN send options 1 2 bytes 2816 Maximum allowable charging voltage of single power battery Required 3 2 bytes 2817 Maximum allowable charging current Required 5 2 bytes 2818 Power battery nominal total energy Required 7 2 bytes 2819 Maximum allowable total charging voltage Required 9 1 byte 2820 Maximum allowable temperature Required 10 2 bytes 2821 Vehicle power battery state of charge Required 12 2 bytes 2822 Current battery voltage of vehicle power battery Required
  • the BMS and the charging pile perform charging strategy identification matching before charging starts. If the charging strategy identifications are the same, that is, they are both target charging strategy identifications, charging starts. If the electric strategy identifications are different, the electric strategy identification time is the most recent. So that the charging parameters configured in the charging process can be more adapted to the current performance state of the vehicle power battery, so as to improve the life of the vehicle power battery and the charging safety.
  • strategy matching on the charging pile side it can be realized that when the charging strategy is lost due to poor network on the vehicle, charging can be performed according to the optimal charging strategy, and the process specified in the national standard GB/T 27930-2015 can be used. charging, thereby improving the versatility of the method and ensuring that users can use the optimal charging strategy generated by the latest state for charging at different charging service providers.
  • the vehicle and/or the charging pile may, after performing charging control according to the target charging strategy corresponding to the target charging strategy identifier, collect and respond to the target charging strategy through the vehicle-machine data acquisition module or the charging pile data acquisition module.
  • the charging data includes the voltage measurement value, current measurement value and temperature measurement value in each charge state of the battery during charging, and then the collected charging data is sent to the server for storage, and used as a subsequent charging strategy calculation historical charging data.
  • the vehicle can also collect the discharge data of the battery, wherein the discharge data includes the voltage measurement value, current measurement value and temperature measurement value of the battery in each state of charge during discharge, and then the discharge data is sent to the server for storage, to The historical discharge data calculated as the subsequent charging strategy.
  • FIG. 8 is a schematic flowchart of a fifth charging control method provided by an embodiment of the present application. As shown in FIG. 8 , the charging control method provided in this embodiment includes:
  • the charging handshake stage is divided into a handshake startup stage and a handshake identification stage.
  • the low-voltage auxiliary power supply is turned on, and the handshake message is sent into the startup stage, followed by insulation monitoring.
  • the handshake identification stage is entered, and the two parties send identification messages to determine the necessity of the battery and the charging pile.
  • the charging pile and BMS enter the charging parameter configuration phase. At this stage, the charging pile sends a message of the maximum output capacity of the charging pile to the BMS, and the BMS judges whether charging can be performed according to the maximum output capacity of the charging pile.
  • S602 may include:
  • S6021 Receive second time attribute information.
  • the BMS of the vehicle may receive the second time attribute information from the charging pile.
  • the second charging strategy is stored in the charging pile, and the second time attribute information is generated according to the generation time of the second charging strategy, that is, the second time attribute information is used to represent the generation time of the second charging strategy.
  • S6022 The target charging strategy determined according to the first time attribute information and the second time attribute information.
  • a target charging strategy is determined according to the first time attribute information and the second time attribute information, wherein the target charging strategy is the first charging strategy and the second charging strategy
  • a charging strategy generated later in the charging strategy that is, a charging strategy generated later is determined by comparing the time represented by the first time attribute information and the time represented by the second time attribute information. It can be seen that the target charging strategy is a newer charging strategy in both the charging pile and the vehicle, which can better adapt to the current performance state of the power battery.
  • the target charging strategy is the first charging strategy.
  • the BMS of the vehicle can send the first charging strategy to the charging pile, so that the charging pile can subsequently configure the charging parameters according to the determined target charging strategy.
  • the target charging parameter in the target charging strategy information is the second charging parameter in the second charging strategy, and at this time, the BMS can receive from the charging pile The second charging strategy, so that the charging BMS can subsequently configure charging parameters according to the determined target charging strategy.
  • the BMS After the BMS confirms to receive the target charging strategy, it can perform subsequent charging parameter configuration according to the target charging strategy.
  • the BMS of the vehicle can complete the strategy matching phase by comparing the order of generation of the charging strategy stored in the charging pile and the vehicle, and then determine a newer charging strategy.
  • the strategy is used as the target charging strategy, so that the target charging strategy corresponding to the target charging strategy identifier is used for subsequent charging parameter configuration, so that the charging parameters configured during the charging process can be more adapted to the current performance state of the vehicle power battery , in order to improve the life of the vehicle power battery and charging safety.
  • FIG. 9 is a schematic flowchart of a sixth charging control method provided by an embodiment of the present application. As shown in FIG. 9 , the charging control method provided in this embodiment includes:
  • S701 Send a charging service request.
  • the charging pile and the server are in an unbound relationship, that is, the vehicle is charged at an unbound charging service provider.
  • the battery charging application in the server receives the charging service request sent by the vehicle, where the charging service request may include the identity of the vehicle.
  • the server can determine the charging strategy according to the identification and historical charging and discharging data.
  • the historical charging and discharging data includes charging data and discharging data.
  • the charging data includes the voltage measurement value, current measurement value and temperature measurement value of the battery in each state of charge during charging.
  • the data includes voltage measurements, current measurements, and temperature measurements for each state of charge when the battery is discharged.
  • the server can obtain the historical charging and discharging data corresponding to the identity from the vehicle data storage module and/or the charging pile data storage module according to the identity in the charging service request, and then use the charging strategy calculation module to calculate Calculate the optimal charging strategy under the current battery state.
  • S702 Send a charging strategy.
  • the battery charging application sends the charging strategy to the vehicle BMS, and the charging strategy has a unique time-related identification, namely the charging strategy identification, which is unique and time-correlated. That is, the time sequence of two different strategies can be judged according to the identifier, and the form of the identifier can be a character string or a number, which is not limited in this embodiment.
  • the battery charging application sends the optimal charging strategy to the vehicle BMS in the form of a data file or data message, and the charging interaction module of the vehicle BMS receives the optimal charging strategy and stores it in the vehicle-machine data storage module.
  • the battery charging application sends the optimal charging strategy to the vehicle BMS in the form of a data file or data message, and the charging interaction module of the vehicle BMS stores the optimal charging strategy in the data storage module after receiving the optimal charging strategy.
  • the charging handshake stage is divided into a handshake startup stage and a handshake identification stage.
  • the low-voltage auxiliary power supply is turned on, and the handshake message is sent in the startup stage, followed by insulation monitoring.
  • the handshake identification stage is entered, and the two parties send identification messages to determine the necessity of the battery and the charging pile.
  • the charging pile and BMS enter the charging parameter configuration phase. At this stage, the charging pile sends a message of the maximum output capacity of the charging pile to the BMS, and the BMS judges whether charging can be performed according to the maximum output capacity of the charging pile.
  • the BMS of the vehicle can read the second charging strategy identifier from the charging pile, where the second charging strategy identifier is used to identify the second charging strategy generated at the second time node, wherein the second charging strategy is stored in the charging pile.
  • S7042 Whether the generation time node of the second charging strategy identification is earlier than the generation time node of the first charging strategy identification. If yes, execute S5043; if not, execute S505.
  • the BMS can determine whether the generation time node of the second charging strategy identifier is earlier than the generation time node of the first charging strategy identifier.
  • the first charging strategy identifier is used to identify the first charging strategy generated at the first time node
  • the first charging strategy is stored in the BMS
  • the target charging strategy identifier is the strategy identifier generated at a later time node, that is, the target charging
  • the strategy is a newer charging strategy in both the vehicle and the charging pile, which can better adapt to the current performance state of the vehicle's power battery.
  • S7043 Send the target charging strategy.
  • the target charging parameter in the target charging strategy is the first charging parameter in the first charging strategy.
  • the BMS can send the first charging strategy to In the charging pile, the charging pile can subsequently configure the charging parameters according to the determined target charging strategy.
  • the target charging parameter in the target charging strategy is the second charging parameter in the second charging strategy, and at this time, the BMS receives the second charging from the charging pile strategy, so that the BMS can subsequently configure the charging parameters according to the determined target charging strategy.
  • the BMS After the BMS confirms to receive the target charging strategy, it can perform subsequent charging parameter configuration according to the target charging strategy.
  • the charging parameters in the target charging strategy can be used for subsequent charging parameter configuration.
  • the charging parameters may include one or more of the upper limit value of the charging voltage, the upper limit value of the charging current, and the upper limit value of the charging temperature.
  • the BMS and the charging pile perform charging strategy identification matching before charging starts. If the charging strategy identifications are the same, that is, they are both target charging strategy identifications, charging starts. If the electric strategy identifications are different, the electric strategy identification time is the most recent. So that the charging parameters configured in the charging process can be more adapted to the current performance state of the vehicle power battery, so as to improve the life of the vehicle power battery and the charging safety.
  • the vehicle can be optimally charged under different charging service providers, and can be charged using the process specified in the national standard GB/T 27930-2015, thereby improving the efficiency of the method. Universality ensures that users can use the optimal charging strategy generated by the latest state to charge at different charging service providers.
  • FIG. 10 is a schematic structural diagram of a charging control device provided by an embodiment of the present application.
  • the charging control device 800 provided in this embodiment can be used to perform the operations performed by the first terminal in the charging control method shown in FIG. 3 to FIG. 9 , including:
  • a storage module 801, configured to store the first charging strategy and the first time attribute information generated according to the generation time of the first charging strategy
  • a receiving module 802 configured to receive second time attribute information from the second terminal, the second time attribute information is generated according to the generation time of the second charging strategy, and the second charging strategy is stored in the second terminal;
  • the sending module 803 is configured to send the target charging strategy information to the second terminal, where the target charging strategy information is used to indicate the target charging strategy determined according to the first time attribute information and the second time attribute information, and the target charging strategy is the first charging strategy and the second time attribute information. A charging strategy generated later in the second charging strategy;
  • the configuration module 804 is configured to configure the charging parameters according to the target charging strategy.
  • the target charging strategy is the first charging strategy
  • the target charging strategy information includes the first charging strategy. If the generation time of the first charging strategy is earlier than or equal to the generation time of the second charging strategy, the target charging strategy is the second charging strategy, and the method further includes: receiving the second charging strategy from the second terminal.
  • the above-mentioned charging control device 800 may further include: a handshake module 805 for performing a charging handshake with the second terminal.
  • the configuration module 804 is specifically configured to: according to the current charge state And the target charging strategy selects one stage charging strategy from the multiple stage charging strategies as the current stage charging strategy; and performs charging parameter configuration according to the current stage charging strategy.
  • the configuration module 804 is further configured to: reselect a stage charging strategy from a plurality of stage charging strategies according to the change of the current state of charge to update the current stage charging strategy; charge according to the updated current stage charging strategy The strategy reconfigures the charging parameters.
  • the receiving module 802 is further configured to receive the first charging strategy and the first time attribute information from the server.
  • FIG. 11 is a schematic structural diagram of another charging control device provided by an embodiment of the present application.
  • the charging control apparatus 900 provided in this embodiment can be used to perform the operations performed by the second terminal in the charging control method shown in FIG. 3 to FIG. 9 , including:
  • a storage module 901 configured to store the second charging strategy and the second time attribute information generated according to the generation time of the second charging strategy
  • a sending module 902 configured to send the second time attribute information to the first terminal
  • the receiving module 903 is configured to receive target charging strategy information from the first terminal, the target charging strategy information is used to indicate the target charging strategy determined by the first terminal according to the first time attribute information and the second time attribute information, and the first time attribute information is Generated according to the generation time of the first charging strategy stored in the first terminal, the target charging strategy is a charging strategy generated later among the first charging strategy and the second charging strategy;
  • the configuration module 904 is configured to configure the charging parameters according to the target charging strategy.
  • the target charging strategy is the first charging strategy
  • the target charging strategy information includes the first charging strategy. If the generation time of the first charging strategy is earlier than or equal to the generation time of the second charging strategy, the target charging strategy is the second charging strategy, and the method further includes: sending the second charging strategy to the first terminal.
  • the above-mentioned charging control apparatus 900 may further include: a handshake module 905 for performing a charging handshake with the first terminal.
  • the configuration module 904 is specifically configured to: according to the current charge state And the target charging strategy selects one stage charging strategy from the multiple stage charging strategies as the current stage charging strategy; and configures the charging parameters according to the current stage charging strategy.
  • the configuration module 904 is further configured to: reselect a stage charging strategy from a plurality of stage charging strategies according to the change of the current state of charge to update the current stage charging strategy; charge according to the updated current stage charging strategy The strategy reconfigures the charging parameters.
  • the receiving module 903 is further configured to receive the first charging strategy and the first time attribute information from the server.
  • the charging control device shown in FIG. 10 is a charging pile
  • the charging control device shown in FIG. 11 is a vehicle or an in-vehicle charging device; or, if the charging control device shown in FIG. 11 is a vehicle or in-vehicle charging When the device is installed, the charging control device shown in FIG. 10 is a charging pile.
  • an embodiment of the present application further provides a charging control system, including: the charging control device shown in FIG. 10 and the charging control device shown in FIG. 11 .
  • FIG. 12 is a schematic structural diagram of a server provided by an embodiment of the present application. As shown in FIG. 12 , the server 1000 provided in this embodiment includes:
  • a receiving module 1001 configured to receive a charging service request sent by a vehicle, where the charging service request includes an identification of the vehicle;
  • a processing module 1002 configured to generate a charging strategy according to the identity identifier and historical charge and discharge data of the battery on the vehicle;
  • the processing module 1002 is further configured to generate time attribute information according to the time for generating the charging strategy
  • the sending module 1003 is configured to send the charging strategy and time attribute information to the vehicle.
  • the receiving module 1001 is further configured to receive historical charging and discharging data sent by the vehicle; in addition, the receiving module 1001 is further configured to receive historical charging data sent by the charging pile.
  • the above charging control system may further include the server shown in FIG. 12 .
  • FIG. 13 is a schematic structural diagram of a charging control device provided by an embodiment of the present application. As shown in FIG. 13 , the charging control device 1100 provided in this embodiment includes:
  • the memory 1102 is used to store executable instructions of the processor, and the memory can also be flash (flash memory);
  • the processor 1101 is configured to perform the operations performed by the first terminal in the charging control method shown in FIG. 3 to FIG. 9 above by executing the executable instructions.
  • the processor 1101 is configured to perform the operations performed by the first terminal in the charging control method shown in FIG. 3 to FIG. 9 above by executing the executable instructions.
  • the memory 1102 may be independent or integrated with the processor 1101 .
  • the charging control apparatus 1100 may further include:
  • the bus 1103 is used to connect the processor 1101 and the memory 1102 .
  • FIG. 14 is a schematic structural diagram of another charging control device provided by an embodiment of the present application. As shown in FIG. 14 , the charging control device 1200 provided in this embodiment includes:
  • the memory 1202 is used to store executable instructions of the processor, and the memory can also be flash (flash memory);
  • the processor 1201 is configured to execute the operations performed by the second terminal in the charging control method shown in FIG. 3 to FIG. 9 above by executing the executable instructions.
  • the processor 1201 is configured to execute the operations performed by the second terminal in the charging control method shown in FIG. 3 to FIG. 9 above by executing the executable instructions.
  • the memory 1202 may be independent or integrated with the processor 1201 .
  • the charging control apparatus 1200 may further include:
  • the bus 1203 is used to connect the processor 1201 and the memory 1202 .
  • an embodiment of the present application further provides a charging control system, including: the charging control device shown in FIG. 13 and the charging control device shown in FIG. 14 .
  • FIG. 15 is a schematic structural diagram of a server provided by an embodiment of the present application. As shown in FIG. 14 , the charging control device 1300 provided in this embodiment includes:
  • the memory 1302 is used to store executable instructions of the processor, and the memory can also be flash (flash memory);
  • the processor 1301 is configured to execute each step on the server side in any of the above methods by executing executable instructions. For details, refer to the relevant descriptions in the foregoing method embodiments.
  • the memory 1302 may be independent or integrated with the processor 1301 .
  • the charging control apparatus 1300 may further include:
  • the bus 1303 is used to connect the processor 1301 and the memory 1302 .
  • the above charging control system may further include the server shown in FIG. 15 .
  • This embodiment also provides a readable storage medium, where a computer program is stored in the readable storage medium.
  • a computer program is stored in the readable storage medium.
  • the electronic device executes the first method in the methods provided by the above-mentioned various embodiments. steps of a terminal.
  • This embodiment also provides a readable storage medium, where a computer program is stored in the readable storage medium.
  • a computer program is stored in the readable storage medium.
  • the electronic device executes the first method in the methods provided by the above-mentioned various embodiments. The various steps of the second terminal.
  • This embodiment also provides a readable storage medium, where a computer program is stored in the readable storage medium, and when at least one processor of the electronic device executes the computer program, the electronic device executes the server in the methods provided by the above-mentioned various embodiments. side steps.
  • This embodiment also provides a computer program product containing instructions, when the computer program product is run on the electronic device, the computer program product causes the computer to execute each step of the first terminal in the methods provided by the above-mentioned various embodiments.
  • This embodiment also provides a computer program product containing instructions, when the computer program product is executed on the electronic device, the computer program product causes the computer to execute each step of the second terminal in the methods provided by the above-mentioned various embodiments.
  • This embodiment also provides a computer program product containing instructions, when the computer program product is run on an electronic device, the computer program product causes the computer to execute each step of the server in the methods provided by the above-mentioned various embodiments.

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Abstract

本申请实施例提供一种充电控制方法、装置、服务器、系统及介质。通过在第一终端中比较第一终端和第二终端中所存储的充电策略的生成先后顺序，从而确定第一终端和第二终端中较新的充电策略作为目标充电策略，以将该目标充电策略用于进行后续的充电参数配置，从而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。

Description

充电控制方法、装置、服务器、系统及介质 技术领域
本申请涉及电动汽车技术领域，尤其涉及一种充电控制方法、装置、服务器、系统及介质。
背景技术
随着社会的不断进步和经济的快速发展，全球性能源短缺以及环境污染等问题日益严重，电动汽车技术也随之迅猛发展。
目前，电动汽车的快充技术非常流行，它可以在短时间内(例如：半小时)使得动力蓄电池充电至80％左右的电荷状态(State of Charge，简称SOC)，从而可以减缓用户的里程焦虑，因此受到了广大车主的欢迎。
但是，目前电动车在不同的服务商处进行充电时，普遍都是按照固定的充电策略进行充电，由于动力蓄电池存在老化现象，因此采用固定策略对处于在不同状态下的电池进行充电，容易超过电池的充电接受能力，加速降低电池寿命，并且容易造成安全隐患。
发明内容
本申请提供一种充电控制方法、装置、服务器、系统及介质，以使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，从而提高车辆动力电池的寿命以及充电安全性。
第一方面，本申请实施例提供了一种充电控制方法，应用于第一终端，第一终端存储有第一充电策略和根据第一充电策略的生成时间生成的第一时间属性信息，其中，该方法包括：从第二终端接收第二时间属性信息，第二时间属性信息根据第二充电策略的生成时间生成，第二充电策略存储于第二终端；向第二终端发送目标充电策略信息，目标充电策略信息用于指示第一终端根据第一时间属性信息和第二时间属性信息确定的目标充电策略，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略；根据目标充电策略进行充电参数配置。
在第一方面中，通过在第一终端中比较第一终端和第二终端中所存储的充电策略的生成先后顺序，从而确定第一终端和第二终端中较新的充电策略作为目标充电策略，以将该目标充电策略用于进行后续的充电参数配置，从而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。
可选的，若充第一终端为充电桩时，第二充电桩为车辆或车辆内充电装置，或者，若充第二终端为充电桩时，第一充电桩为车辆或车辆内充电装置。
在一种可能的实现方式中，第一充电策略的生成时间晚于或等于第二充电策略的 生成时间，目标充电策略为第一充电策略，目标充电策略信息包括第一充电策略。
在第一方面的一种可能的实现方式中，当第一终端中存储第一充电策略生成时间晚于第二终端中存储第二充电策略生成时间，则说明第一终端中存储第一充电策略较新，可以更加适配车辆动力电池的当前性能状态，因此，可以根据第一充电策略对第一终端和第二终端进行后的充电参数配置。
在一种可能的实现方式中，第一充电策略的生成时间早于或等于第二充电策略的生成时间，目标充电策略为第二充电策略，该方法还包括：从第二终端接收第二充电策略。
在第一方面的一种可能的实现方式中，当第一终端中存储第一充电策略生成时间早于第二终端中存储第二充电策略生成时间，则说明第二终端中存储第二充电策略较新，可以更加适配车辆动力电池的当前性能状态，此时，第一终端可以从第二终端中接收第二充电策略，以使第一终端和第二终端中的充电策略保持一致，以完成策略匹配，进而使得第一终端和第二终端可以根据第二充电策略进行后的充电参数配置。
在一种可能的实现方式中，在从第二终端接收第二时间属性信息之前，该方法还包括：与第二终端进行充电握手。
在第一方面的一种可能的实现方式中，在第一终端与第二终端完成充电握手之后，再通过比较第一终端与第二终端中所存储的充电策略信息的生成先后顺序，从而确定较新的充电策略信息作为目标充电策略信息，以将该目标充电策略标识所对应的目标充电策略信息用于进行后续的充电参数配置，从而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。
在一种可能的实现方式中，目标充电策略包括多个电荷状态范围和多个阶段充电策略，多个电荷状态范围与多个阶段充电策略一一对应，根据目标充电策略进行充电参数配置，包括：根据当前的电荷状态以及目标充电策略从多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略；根据当前阶段充电策略进行充电参数配置。
在一种可能的实现方式中，根据目标充电策略进行充电参数配置，还包括：根据当前的电荷状态的变化从多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略；根据更新后的当前阶段充电策略重新进行充电参数配置。
在第一方面的一种可能的实现方式中，通过根据当前电荷状态从多个阶段充电策略确定并更新当前充电参数，从而实现分阶段充电，使得在各个SOC程度或者区间匹配合适的充电参数，进一步使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态。
在一种可能的实现方式中，该方法还包括：从服务器接收第一充电策略和第一时间属性信息。
在一种可能的实现方式中，该方法还包括：向服务器发送充电服务请求，其中，在充电服务请求中包括车辆的身份标识。
第二方面，本申请实施例提供了一种充电控制方法，应用于第二终端，其中，第二终端存储有第二充电策略和根据第二充电策略的生成时间生成的第二时间属性信息，该方法包括：向第一终端发送第二时间属性信息；从第一终端接收目标充电策略信息， 目标充电策略信息用于指示第一终端根据第一时间属性信息和第二时间属性信息确定的目标充电策略，第一时间属性信息是根据存储于第一终端的第一充电策略的生成时间生成的，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略；根据目标充电策略进行充电参数配置。
在一种可能的实现方式中，第一充电策略的生成时间晚于或等于第二充电策略的生成时间，目标充电策略为第一充电策略，目标充电策略信息包括第一充电策略。
在一种可能的实现方式中，第一充电策略的生成时间早于或等于第二充电策略的生成时间，目标充电策略为第二充电策略，方法还包括：向第一终端发送第二充电策略。
在一种可能的实现方式中，在向第一终端发送第二时间属性信息之前，该方法还包括：与第一终端进行充电握手。
在一种可能的实现方式中，目标充电策略包括多个电荷状态范围和多个阶段充电策略，多个电荷状态范围与多个阶段充电策略一一对应，根据目标充电策略进行充电参数配置，包括：根据当前的电荷状态以及目标充电策略从多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略；根据当前阶段充电策略进行充电参数配置。
在一种可能的实现方式中，根据目标充电策略进行充电参数配置，还包括：根据当前的电荷状态的变化从多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略；根据更新后的当前阶段充电策略重新进行充电参数配置。
在一种可能的实现方式中，该方法还包括：从服务器接收第二充电策略和第二时间属性信息。
第三方面，本申请实施例还一种充电控制方法，包括：接收车辆发送的充电服务请求，其中，充电服务请求包括车辆的身份标识；根据身份标识以及车辆上电池的历史充放电数据生成充电策略；根据生成充电策略的时间生成时间属性信息；向车辆发送充电策略和时间属性信息。
第四方面，本申请实施例还提供一种充电控制装置，包括：存储模块，用于存储第一充电策略和根据第一充电策略的生成时间生成的第一时间属性信息；接收模块，用于从第二终端接收第二时间属性信息，第二时间属性信息根据第二充电策略的生成时间生成，第二充电策略存储于第二终；发送模块，用于向第二终端发送目标充电策略信息，目标充电策略信息用于指示根据第一时间属性信息和第二时间属性信息确定的目标充电策略，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略；配置模块，用于根据目标充电策略进行充电参数配置。
在一种可能的设计中，第一充电策略的生成时间晚于或等于第二充电策略的生成时间，则目标充电策略为第一充电策略，目标充电策略信息包括第一充电策略。
在一种可能的设计中，第一充电策略的生成时间早于或等于第二充电策略的生成时间，目标充电策略为第二充电策略，所述接收模块还用于：从第二终端接收第二充电策略。
在一种可能的设计中，所述发送模块和所述接收模块还用于与第二终端进行充电握手。
在一种可能的设计中，目标充电策略包括多个电荷状态范围和多个阶段充电策略， 多个电荷状态范围与多个阶段充电策略一一对应；配置模块，具体用于：根据当前的电荷状态以及目标充电策略从多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略；根据当前阶段充电策略进行充电参数配置。
在一种可能的设计中，配置模块，还用于：根据当前的电荷状态的变化从多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略；根据更新后的当前阶段充电策略重新进行充电参数配置。
在一种可能的设计中，接收模块，还用于从服务器接收第一充电策略和第一时间属性信息。
第五方面，本申请实施例还提供还一种充电控制装置，包括：存储模块，用于存储第二充电策略和根据第二充电策略的生成时间生成的第二时间属性信息；发送模块，用于向第一终端发送第二时间属性信息；接收模块，用于从第一终端接收目标充电策略信息，目标充电策略信息用于指示第一终端根据第一时间属性信息和第二时间属性信息确定的目标充电策略，第一时间属性信息是根据存储于第一终端的第一充电策略的生成时间生成的，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略；配置模块，用于根据目标充电策略进行充电参数配置。
在一种可能的设计中，第一充电策略的生成时间晚于或等于第二充电策略的生成时间，目标充电策略为第一充电策略，目标充电策略信息包括第一充电策略。
在一种可能的设计中，第一充电策略的生成时间早于或等于第二充电策略的生成时间，目标充电策略为第二充电策略，所述发送模块还用于：向第一终端发送第二充电策略。
在一种可能的设计中，所述发送模块和所述接收模块还用于与第一终端进行充电握手。
在一种可能的设计中，目标充电策略包括多个电荷状态范围和多个阶段充电策略，多个电荷状态范围与多个阶段充电策略一一对应，配置模块，具体用于：根据当前的电荷状态以及目标充电策略从多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略；根据当前阶段充电策略进行充电参数配置。
在一种可能的设计中，配置模块，还用于：根据当前的电荷状态的变化从多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略；根据更新后的当前阶段充电策略重新进行充电参数配置。
在一种可能的设计中，接收模块，还用于从服务器接收第一充电策略和第一时间属性信息。
其中，若第四方面中的充电控制装置为充电桩时，则第五方面中的充电控制装置为车辆或车辆内充电装置；或者，
若第四方面中的充电控制装置为车辆或车辆内充电装置时，则第五方面中的充电控制装置为充电桩。
第六方面，本申请实施例还提供还一种服务器，包括：接收模块，用于接收车辆发送的充电服务请求，充电服务请求包括车辆的身份标识；处理模块，用于根据身份标识以及车辆上电池的历史充放电数据生成充电策略；处理模块，还用于根据生成充电策略的时间生成时间属性信息；发送模块，用于向车辆发送充电策略和时间属性信 息。
在一种可能的设计中，接收模块还用于接收车辆发送的历史充放电数据；此外，接收模块还用于接收充电桩发送的历史充电数据。
第七方面，本申请实施例还提供一种充电控制装置，包括：处理器；以及存储器，用于存储处理器的计算机程序；其中，处理器被配置为通过执行计算机程序来实现第一方面中提供的任意一种充电控制方法。
第八方面，本申请实施例还提供一种充电控制装置，包括：处理器；以及存储器，用于存储处理器的计算机程序；其中，处理器被配置为通过执行计算机程序来实现第二方面中提供的任意一种充电控制方法。
其中，若第八方面中的充电控制装置为充电桩时，则第七方面中的充电控制装置为车辆或车辆内充电装置；或者，
若第八方面中的充电控制装置为车辆或车辆内充电装置时，则第七方面中的充电控制装置为充电桩。
第九方面，本申请实施例还提供一种服务器，包括：处理器；以及存储器，用于存储处理器的计算机程序；其中，处理器被配置为通过执行计算机程序来实现第三方面中提供的任意一种充电控制方法。
第十方面，本申请实施例还提供一种充电控制系统，包括：第四方面中提供的充电控制装置以及第五方面中充电控制装置。
在一种可能的实现方式中，上述充电控制系统，还包括：第六方面中提供的服务器。
第十一方面，本申请实施例还提供一种充电控制系统，包括：第七方面中提供的充电控制装置以及第八方面中充电控制装置。
在一种可能的实现方式中，上述充电控制系统，还包括：第九方面中提供的服务器。
第十二方面，本申请实施例还提供一种计算机可读存储介质，其上存储有计算机程序，计算机程序被处理器执行时实现第一方面中提供的任意一种充电控制方法。
第十三方面，本申请实施例还提供一种计算机可读存储介质，其上存储有计算机程序，计算机程序被处理器执行时实现第二方面中提供的任意一种充电控制方法。
第十四方面，本申请实施例还提供一种计算机可读存储介质，其上存储有计算机程序，计算机程序被处理器执行时实现第三方面中提供的任意一种充电控制方法。
第十五方面，本申请实施例还提供一计算机程序产品，当计算机程序产品在电子设备上运行时，使得所述电子设备执行第一方面中提供的任意一种充电控制方法。
第十六方面，本申请实施例还提供一种计算机程序产品，当计算机程序产品在电子设备上运行时，使得所述电子设备执行第二方面中提供的任意一种充电控制方法。
第十七方面，本申请实施例还提供一种计算机程序产品，当计算机程序产品在电子设备上运行时，使得所述电子设备执行第三方面中提供的任意一种充电控制方法。
本申请实施例提供的充电控制方法、装置、服务器、系统及介质，通过在第一终端中比较第一终端和第二终端中所存储的充电策略的生成先后顺序，从而确定第一终端和第二终端中较新的充电策略作为目标充电策略，以将该目标充电策略用于进行后 续的充电参数配置，从而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。
附图说明
图1是常温下慢充和快充电池性能衰减对比图；
图2是本申请实施例提供的一种充电控制系统架构示意图；
图3是本申请实施例提供的一种充电总体流程示意图；
图4是本申请实施例提供的第一种充电控制方法的流程示意图；
图5是本申请实施例提供的第二种充电控制方法的流程示意图；
图6是本申请实施例提供的第三种充电控制方法的流程示意图；
图7是本申请实施例提供的第四种充电控制方法的流程示意图；
图8是本申请实施例提供的第五种充电控制方法的流程示意图；
图9是本申请实施例提供的第六种充电控制方法的流程示意图；
图10是本申请实施例提供的一种充电控制装置的结构示意图；
图11是本申请实施例提供的另一种充电控制装置的结构示意图；
图12是是本申请实施例提供的一种服务器的结构示意图；
图13是本申请实施例提供的一种充电控制装置的结构示意图；
图14是本申请实施例提供的另一种充电控制装置的结构示意图；
图15是本申请实施例提供的一种服务器的结构示意图。
具体实施方式
里程焦虑是指车主或驾车人认为车辆没有足够的续航以抵达其目的地，对其在路途中抛锚的担心。里程焦虑主要发生在纯电动汽车上，这也被认为大规模推行电动汽车的一大障碍。特别是在现阶段电池技术没有突破性进展以及充电桩不够普及的情况下，里程焦虑问题极大的影响到用户体验，也影响了电动汽车及其他电动行驶工具的销售。
目前，电动汽车的快充技术非常流行，它可以在短时间内(例如：半小时)使得动力蓄电池充电至80％左右的SOC程度，从而可以减缓用户的里程焦虑，因此受到了广大车主的欢迎。其中，值得说明地，SOC值得是蓄电池使用一段时间或长期搁置不用后的剩余容量与其完全充电状态的容量的比值，常用百分数表示，其取值范围为0～1。
但是，图1是常温下慢充和快充电池性能衰减对比图。如图1所示，其中，L1为动力蓄电池进行连续慢充时的电池容量衰减曲线，而L2为动力蓄电池进行连续快充时的电池容量衰减曲线。相较而言，连续快充会使得电池容量衰减速度加快。
其中，快充的本质其实是将直流电直接储存到电池内部，但直流电的功率很大，充电时的电压在400V-500V左右，电流在20A-30A左右。在充电过程中，大量的电子不断加速从电池的正极向负极流动，这个过程中会产生很高的热量，而由于温度升高，就会使电池负极表面的半透膜(类似于隔离墙的存在，将电极材料和电解液分开，避免其发生反应)破裂，同时也会产生反应，在电极上产生异物，并使电解液分解。久 而久之，电池容量也就会慢慢的减少，造成续航里程缩短，用户体验下降。
同时，在电池老化的情况下使用大功率快充容易引发事故。据统计，在2018年新能源汽车事故中，由于使用快充而直接或间接引起的事故率高达29％。主要是因为电池在快充300-500次之后稳定性会变差，普通三元锂电池的热失控温度约为215度，而频繁快充的三元锂电池其热失控临界会降至107度，更容易触发因为电池热失控而导致的起火事件。因此，对于不同健康状态下的电池的充电方式应该是不相同的，如，如果电池存在老化，那么最大充电电流应该小于新的电池。
通常，快充服务商可以通过电池的历史充电数据计算得到该电池的一个最优的充电策略，但是，一般用户不会绑定在一个充电服务商下面，如果，用户长期在不同的服务商处充电，那么服务商所给出的最优充电策略就不是基于最近的电池状态得到的最优策略。因此，如何保证用户每次充电使用的最优充电策略是基于最近的电池状态生成的是一个需要解决的问题。
图2是本申请实施例提供的一种充电控制系统架构示意图。如图2所示，本实施例提供的充电控制系统，包括电池管理系统车辆100，充电桩200以及服务器300。其中，服务器300可以只是与车辆100进行通信连接，也可以只是与充电桩200进行通信连接，此外，还可以是分别与车辆100以及充电桩200进行通信连接。
具体的，车辆100中包括车机数据采集模块110、车机数据上报模块120以及车机充电交互模块130。其中，车机数据采集模块110用于采集车辆100中车载动力电池的充放电数据，然后，通过车机数据上报模块120将采集的数据发送至服务器300中的车机数据收集模块331，并将其保存至服务器300中的车机数据存储模块332。
而充电桩200包括充电桩数据采集模块210、充电桩数据上报模块220以及充电桩充电交互模块230。其中，充电桩数据采集模块210用于采集充电桩200中充电数据，然后，通过充电桩数据采集模块220将采集的数据发送至服务器300中的充电桩数据收集模块341，并将其保存至服务器300中的充电桩数据存储模块342。
服务器300中还包括电池充电应用310以及充电策略计算模块320。其中，电池充电应用310提供了充电应用，用于进行充电策略的下发。而充电策略计算模块320则是用于根据底层中车机数据存储模块332以及充电桩数据存储模块342中的历史充放电数据确定充电策略，其中，充电策略计算模块320作为中间层为上层的电池充电应用310提供数据分析和基础算法相关服务，其中，对于根据历史充放电数据确定充电策略的算法可以是现有技术中的各类策略确定算法，在本实施例中不做具体限定。
此外，在电池充电应用310向车辆100和/或充电桩200下方充电策略之后，车辆100可以通过车机充电交互模块130与充电桩200中的充电桩充电交互模块230相关的充电流程配置，其中，充电流程配置包括充电策略匹配以及充电参数的配置。
继续参照图2，车辆100中还可以包括车机数据显示模块140以及车机数据存储模块150，充电桩200中则还可以包括充电桩数据显示模块240以及充电桩数据存储模块250。其中，车机数据显示模块140可以是在车辆100在进行充电时，对车辆上相关的充电信息(例如：当前剩余电量、充电剩余时间以及电池温度等)进行显示，而车机数据存储模块150则可以是用于存储充电策略标识以及充电策略信息。同理的，充电桩数据显示模块240可以是在充电桩200在对车辆100在进行充电时，对充电桩 200上相关的充电信息(例如：当前输出电量、充电剩余时间以及电池温度等)进行显示，而充电桩数据存储模块250则可以是用于存储充电策略标识以及充电策略信息。
基于图2所示的充电控制系统架构，图3是本申请实施例提供的一种充电总体流程示意图。如图3所示，本实施例提供的充电总体流程包括八个阶段：S101:物理连接完成、S102:低压辅助上电、S103:充电握手阶段、S104:策略匹配阶段、S105:充电参数配置阶段、S106:充电阶段、S107:阶段充电完成以及S108:充电结束阶段。
具体的，充电握手阶段分为握手启动阶段和握手辨识阶段，当充电桩和BMS物理连接完成并上电后，开启低压辅助电源，进入启动阶段发送握手报文，再进行绝缘监测。绝缘监测结束后进入握手辨识阶段，双方发送辨识报文，确定电池和充电桩的必要信息。
在充电握手阶段完成后，充电桩和BMS需要进入策略匹配阶段，以确定目标充电策略信息，其中，目标充电策略信息是充电桩和BMS二者中生成时间较晚的充电策略信息。从而使得车辆在进行充电时，所采用的充电策略是基于较新的电池充放电数据所确定的充电策略，进而使得当前所采用的充电策略更加匹配当前车辆动力电池的电池状态，以提高车辆动力电池的寿命及充电安全性。可选的，充电桩中的充电策略信息可以是来源于该充电桩所绑定的服务器，而BMS中的充电策略信息可以是来源于该车辆所绑定的服务器。并且，服务器所发送的充电策略信息可以是基于历史充放电数据所确定的最优充电策略。
而在充电桩和BMS完成策略匹配阶段，并确定目标充电策略信息之后，可以根据所确定的目标充电策略信息进行充电参数配置。可选的，目标充电策略信息可以是在不同SOC程度配置不同的充电参数。而对于目标充电策略信息可以是为第一类形式或者第二类形式。其中，第一类形式可以是包括不同SOC程度下的最大充电电压、最大充电电流以及最高温度，而第二类形式则可以是包括不同SOC程度区间的最大充电电压、最大充电电流以及最高温度。
其中，对于第一类形式可以参照下述表一：
表一
SOC程度 1 2 3 4 …… 99 100
最大充电电压 V1 V2 V3 V4 …… V99 V100
最大充电电流 I1 I2 I3 I4 …… I99 I100
最高充电温度 T1 T2 T3 T4 …… T99 T100
参照表一，在充电桩和BMS完成策略匹配阶段，并确定目标充电策略信息之后，可以获取当前SOC程度以及目标充电参数确定当前充电参数，例如，当前SOC程度为1，则可以确定当前充电参数为：最大充电电压(V1)、最大充电电流(I1)以及最高充电温度(T1)。从而使得充电桩和BMS根据最大充电电压(V1)、最大充电电流(I1)以及最高充电温度(T1)进行充电参数配置，而当确定完成SOC程度1至SOC程度2的充电阶段，即当前SOC程度已经到了2时，则对当前充电参数进行更新，将其更新为：最大充电电压(V2)、最大充电电流(I2)以及最高充电温度(T2)，直至充电结束。
此外，对于第二类形式可以参照下述表二：
表二
SOC区间 区间1 区间2 区间3 …… 区间4
最大充电电压 V1 V2 V3 …… V4
最大充电电流 I1 I2 I3 …… I4
最高充电温度 T1 T2 T3 …… T4
参照表二，在充电桩和BMS完成策略匹配阶段，并确定目标充电策略信息之后，可以获取当前SOC程度以及目标充电参数确定当前充电参数，例如，当前SOC程度在区间1内，则可以确定当前充电参数为：最大充电电压(V1)、最大充电电流(I1)以及最高充电温度(T1)。从而使得充电桩和BMS根据最大充电电压(V1)、最大充电电流(I1)以及最高充电温度(T1)进行充电参数配置，而当确定完成SOC程度区间1的充电阶段，即当前SOC程度已经到了区间2内时，则对当前充电参数进行更新，将其更新为：最大充电电压(V2)、最大充电电流(I2)以及最高充电温度(T2)，直至充电结束。
在整个充电阶段，BMS实时向充电桩发送电池充电需求，充电桩根据电池充电需求来调整充电电压和充电电流以保证充电过程正常进行。在充电过程中，充电桩和BMS相互发送各自的充电状态。除此之外，BMS根据要求向充电桩发送动力蓄电池具体状态信息及电压、温度等信息。
BMS根据充电过程是否正常、电池状态是否达到BMS自身设定的充电结束条件以及是否收到充电桩中止充电报文(包括具体中止原因、报文参数值权威0和不可信状态)来判断是否结束充电；充电桩根据是否收到停止充电指令、充电过程是否正常、是否达到人为设定的充电参数值，或者是否收到BMS中止充电报文(包括具体中止原因、报文参数值权威0和不可信状态)来判断是否结束充电。
当充电桩和BMS停止充电后，双方进入充电结束阶段。在此阶段BMS向充电桩发送整个充电过程中的充电统计数据，包括初始SOC、终了SOC、电池最低电压和最高电压；充电桩收到BMS的充电统计数据后，向BMS发送整个充电过程的输出电量、累计充电时间等信息，最后停止低压辅助电源的输出。
图4是本申请实施例提供的第一种充电控制方法的流程示意图。如图4所示，本实施例提供的充电控制方法，其中，该方法的执行主体可以为第一终端，并且，在第一终端存储有第一充电策略和根据第一充电策略的生成时间生成的第一时间属性信息，即第一时间属性信息用于表征第一充电策略生成时间。上述方法，可以包括：
S201:接收第二时间属性信息。
在本步骤中，第一终端可以从第二终端接收第二时间属性信息。其中，第二充电策略存储于第二终端，并且，第二时间属性信息是根据第二充电策略的生成时间生成的，即第二时间属性信息用于表征第二充电策略生成时间。
S202:根据第一时间属性信息和第二时间属性信息确定的目标充电策略。
在第一终端获取到第二终端中的第二时间属性信息之后，根据第一时间属性信息和第二时间属性信息确定的目标充电策略，其中，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略，即通过比较第一时间属性信息所表征的时间以及第二时间属性信息所表征的时间，来确定较晚生成的充电策略。可见，目标充电 策略是第一终端和第二终端二者中较新的充电策略，可以更加适配动力电池的当前性能状态。
S203:向第二终端发送目标充电策略信息。
在第一终端确定出目标充电策略之后，可以将目标充电策略对应的目标充电策略信息发送至第二终端中。
S204:根据目标充电策略进行充电参数配置。
在确定上述目标充电策略之后，第一终端以及第二终端可以分别根据所确定目标充电策略，进行后续的充电参数配置。
在本实施例中，通过在第一终端中比较第一终端和第二终端中所存储的充电策略的生成先后顺序，从而确定第一终端和第二终端中较新的充电策略作为目标充电策略，以将该目标充电策略用于进行后续的充电参数配置，从而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。
值得说明，当上述的第一终端可以为车辆或车辆内充电装置时，则第二终端可以为充电桩，而当上述的第一终端可以为充电桩时，则第二终端则可以为车辆或车辆内充电装置。
图5是本申请实施例提供的第二种充电控制方法的流程示意图。如图5所示，本实施例提供的充电控制方法，包括：
S301:充电握手阶段。
具体的，充电握手阶段分为握手启动阶段和握手辨识阶段，当充电桩和BMS物理连接完成并上电后，开启低压辅助电源，进入启动阶段发送握手报文，再进行绝缘监测。绝缘监测结束后进入握手辨识阶段，双方发送辨识报文，确定电池和充电桩的必要信息。充电握手阶段完成后，充电桩和BMS进入充电参数配置阶段。在此阶段，充电桩向BMS发送充电桩最大输出能力的报文，BMS根据充电桩最大输出能力判断是否能够进行充电。
S302:策略匹配阶段。
当充电桩和BMS完成充电握手阶段之后，为了确定目标充电策略，在进行充电阶段之前，还需要进行策略匹配。其中，S302可以包括：
S3021:接收第二时间属性信息。
具体的，第一终端可以从第二终端接收第二时间属性信息。其中，第二充电策略存储于第二终端，并且，第二时间属性信息是根据第二充电策略的生成时间生成的，即第二时间属性信息用于表征第二充电策略生成时间。
S3022:根据第一时间属性信息和第二时间属性信息确定的目标充电策略。
在第一终端获取到第二终端中的第二时间属性信息之后，根据第一时间属性信息和第二时间属性信息确定的目标充电策略，其中，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略，即通过比较第一时间属性信息所表征的时间以及第二时间属性信息所表征的时间，来确定较晚生成的充电策略。可见，目标充电策略是第一终端和第二终端二者中较新的充电策略，可以更加适配动力电池的当前性能状态。
此外，在一种可能的情况中，第一终端中的第一充电策略和第一时间属性信息可以是从服务器接收来进行获得。其中，可以是服务器主动下发至第一终端中，也可以是第一终端向服务器进行请求之后，服务器响应于该请求而下发至第一终端。
而对于第二终端中的第二充电策略和第二时间属性信息也可以是从服务器接收来进行获得。其中，可以是服务器主动下发至第二终端中，也可以是第二终端向服务器进行请求之后，服务器响应于该请求而下发至第二终端。
其中，若第一充电策略的生成时间晚于或等于第二充电策略的生成时间，这目标充电策略为第一充电策略，目标充电策略信息包括第一充电策略。或者，若第一充电策略的生成时间早于或等于第二充电策略的生成时间，则目标充电策略为第二充电策略，方法还包括：从第二终端接收第二充电策略。
值得说明，当上述的第一终端可以为车辆或车辆内充电装置时，则第二终端可以为充电桩，而当上述的第一终端可以为充电桩时，则第二终端则可以为车辆或车辆内充电装置。
S303:向第二终端发送目标充电策略信息。
在第一终端确定出目标充电策略之后，可以将目标充电策略对应的目标充电策略信息发送至第二终端中。
S304:根据目标充电策略进行充电参数配置。
在确定上述目标充电策略之后，第一终端以及第二终端可以分别根据所确定目标充电策略，进行后续的充电参数配置。
可选的，在目标充电策略中，可以包括多个电荷状态范围和多个阶段充电策略，多个电荷状态范围与多个阶段充电策略一一对应。第一终端以及第二终端根据当前的电荷状态以及目标充电策略从多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略，然后根据当前阶段充电策略进行充电参数配置。
此外，随着充电过程的进行，还可以根据当前的电荷状态的变化从多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略，并根据更新后的当前阶段充电策略重新进行充电参数配置。
在本实施例中，可以在充电桩和车辆完成充电握手之后，通过比较充电桩和车辆中所存储的充电策略的生成先后顺序，从而确定较新的充电策略信息作为目标充电策略，并将该目标充电策略用于进行后续的充电参数配置，从而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。
此外，基于上述方法，还可以实现当汽车在不同服务商处依然可以以最新的电池健康状态进行最优充电，并可以利用国标GB/T 27930-2015规定的流程进行充电，从而提高该方法的通用性，保障用户在不同的充电服务商处可使用最近状态生成的最优充电策略进行充电。
图6是本申请实施例提供的第三种充电控制方法的流程示意图。如图6所示，本实施例提供的充电控制方法，包括：
S401:充电握手阶段。
具体的，充电握手阶段分为握手启动阶段和握手辨识阶段，当充电桩和车辆中 BMS物理连接完成并上电后，开启低压辅助电源，进入启动阶段发送握手报文，再进行绝缘监测。绝缘监测结束后进入握手辨识阶段，双方发送辨识报文，确定电池和充电桩的必要信息。充电握手阶段完成后，充电桩和BMS进入充电参数配置阶段。在此阶段，充电桩向BMS发送充电桩最大输出能力的报文，BMS根据充电桩最大输出能力判断是否能够进行充电。
S402:策略匹配阶段。
当充电桩和BMS完成充电握手阶段之后，为了确定目标充电策略，在进行充电阶段之前，还需要进行策略匹配。其中，S402可以包括：
S4021:接收第二时间属性信息。
具体的，充电桩可以从车辆的BMS接收第二时间属性信息。其中，第二充电策略存储于车辆的BMS，并且，第二时间属性信息是根据第二充电策略的生成时间生成的，即第二时间属性信息用于表征第二充电策略生成时间。
S4022:根据第一时间属性信息和第二时间属性信息确定的目标充电策略。
然后，在充电桩获取到车辆中的第二时间属性信息之后，根据第一时间属性信息和第二时间属性信息确定的目标充电策略，其中，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略，即通过比较第一时间属性信息所表征的时间以及第二时间属性信息所表征的时间，来确定较晚生成的充电策略。可见，目标充电策略是充电桩和车辆二者中较新的充电策略，可以更加适配动力电池的当前性能状态。
S4023:发送目标充电策略。
若充电桩中第一充电策略的生成时间晚于或等于车辆中第二充电策略的生成时间，则目标充电策略为第一充电策略。此时，充电桩可以将第一充电策略发送至BMS中，以使得车辆的BMS后续可以根据所确定的目标充电策略进行充电参数的配置。
S4024:确认接收目标充电策略。
当BMS确认接收目标充电策略之后，就可以根据目标充电策略进行后续的充电参数配置。
S4025:接收目标充电策略。
若目标充电策略标识为车辆中所存储的第二充电策略标识，则目标充电策略信息中的目标充电参数为第二充电策略中的第二充电参数，此时，充电桩可以从BMS中接收第二充电策略，以使得充电桩后续可以根据所确定的目标充电策略进行充电参数的配置。
S4026:确认接收目标充电策略。
当充电桩确认接收目标充电策略之后，就可以根据目标充电策略进行后续的充电参数配置。
值得说明的，在执行S4023确认目标充电策略之后，若目标充电策略为充电桩中所存储的第一充电策略，则在执行S4023以及S4024之后，执行S403；若目标充电策略为车辆中所存储的第二充电策略，则在执行S4025以及S4026之后，执行S403。
S403:充电参数配置阶段。
在本实施例中，可以在充电桩和车辆完成充电握手之后，在充电桩中通过比较充电桩和车辆中所存储的充电策略的生成先后顺序，完成策略匹配阶段，进而确定较新 的充电策略信息作为目标充电策略，以将该目标充电策略标识所对应的目标充电策略用于进行后续的充电参数配置，从而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。
在图6所示实施例的基础上，图7是本申请实施例提供的第四种充电控制方法的流程示意图。如图7所示，本实施例提供的充电控制方法，包括：
S501:发送充电服务请求。
在本实施例中，充电桩与服务器为绑定关系，即车辆在其绑定的充电服务商处进行充电。
则在本步骤中，服务器中的电池充电应用接收车辆发送的充电服务请求，其中，在该充电服务请求可以包括车辆的身份标识。服务器可以根据身份标识以及历史充放电数据确定充电策略信息，历史充放电数据包括充电数据以及放电数据，充电数据包括电池在充电时各个电荷状态下的电压测量值、电流测量值以及温度测量值，放电数据包括电池在放电时各个电荷状态下的电压测量值、电流测量值以及温度测量值。具体的，得服务器可以根据充电服务请求中的身份标识从车机数据存储模块和/或充电桩数据存储模块中获取与该身份标识相对应的历史充放电数据，进而再利用充电策略计算模块来计算得到当前电池状态下最优充电策略。
S502:发送充电策略信息。
在充电策略计算模块计算出最优充电策略之后，电池充电应用将充电策略信息下发至汽车BMS和充电桩，充电策略信息带有唯一关于时间的标识，即充电策略标识，该标识具有唯一性和时间相关性，即可以根据此标识判断两个不同策略的时间先后，而对于标识的形式，则可以字符串或数字，本实施例中不作限制。
可选的，电池充电应用将最优充电策略以数据文件或数据报文的行驶下发至车辆BMS和充电桩，车辆BMS和充电桩的充电交互模块接收最优充电策略之后保存在数据存储模块，在本实施例中，只要是车辆BMS和充电桩任意一方成功接收到最优充电策略，就可以根据该最优充电策略进行后续的充电配置。
S503:充电握手阶段。
具体的，充电握手阶段分为握手启动阶段和握手辨识阶段，当充电桩和车辆中BMS物理连接完成并上电后，开启低压辅助电源，进入启动阶段发送握手报文，再进行绝缘监测。绝缘监测结束后进入握手辨识阶段，双方发送辨识报文，确定电池和充电桩的必要信息。充电握手阶段完成后，充电桩和BMS进入充电参数配置阶段。在此阶段，充电桩向BMS发送充电桩最大输出能力的报文，BMS根据充电桩最大输出能力判断是否能够进行充电。
S504:策略匹配阶段。
S5041:读取第二充电策略标识。
具体的，充电桩可以从车辆的BMS中读取第二充电策略标识，其中，第二充电策略标识用于标识在第二时间节点生成的第二充电策略，其中，第二充电策略存储于BMS。
S5042:第二充电策略标识的生成时间节点是否早于第一充电策略标识的生成时间节点。若是，则执行S5043；若否，则执行S505。
然后，充电桩可以判断第二充电策略标识的生成时间节点是否早于第一充电策略标识的生成时间节点。其中，第一充电策略标识用于标识在第一时间节点生成的第一充电策略，第一充电策略存储于充电桩，而目标充电策略标识则是为生成时间节点较后的策略标识，即目标充电策略是车辆和充电桩二者中较新的充电策略，可以更加适配车辆动力电池的当前性能状态。
S5043:发送目标充电策略。
若目标充电策略标识为充电桩中所存储的第一充电策略标识，则目标充电策略中的目标充电参数为第一充电策略中的第一充电参数，此时，充电桩可以将第一充电策略发送至BMS中，以使得车辆的BMS后续可以根据所确定的目标充电策略进行充电参数的配置。
S5044:确认接收目标充电策略。
当BMS确认接收目标充电策略之后，就可以根据目标充电策略进行后续的充电参数配置。
S5045:接收目标充电策略。
若目标充电策略标识为车辆中所存储的第二充电策略标识，则目标充电策略中的目标充电参数为第二充电策略中的第二充电参数，此时，充电桩从BMS接收第二充电策略，以使得充电桩后续可以根据所确定的目标充电策略进行充电参数的配置。
S5026:确认接收目标充电策略。
当充电桩确认接收目标充电策略之后，就可以根据目标充电策略进行后续的充电参数配置。
值得说明的，在执行S5042确认目标充电策略标识之后，若目标充电策略标识为充电桩中所存储的第一充电策略标识，则在执行S5043以及S5044之后，执行S505；若目标充电策略标识为车辆中所存储的第二充电策略标识，则在执行S5045以及S5046之后，执行S505。
S505:充电参数配置阶段。
在确定上述目标充电策略之后，可以将该目标充电策略中的充电参数用于进行后续的充电参数配置。其中，充电参数可以包括充电电压上限值、充电电流上限值以及充电温度上限值中的一项或者多项。
在充电桩和BMS完成策略匹配阶段，并确定目标充电策略之后，可以获取当前SOC程度以及目标充电参数确定当前充电参数，
其中，目标充电策略中，可以包括多个电荷状态范围和多个阶段充电策略，多个电荷状态范围与多个阶段充电策略一一对应。第一终端以及第二终端根据当前的电荷状态以及目标充电策略从多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略，然后根据当前阶段充电策略进行充电参数配置。
此外，随着充电过程的进行，还可以根据当前的电荷状态的变化从多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略，并根据更新后的当前阶段充电策略重新进行充电参数配置。
具体的，目标充电策略信息如表三所示：
表三
SOC区间 0-20 20-50 50-80 80-90 90-100
最大充电电压 V1 V2 V3 V4 V5
最大充电电流 I1 I2 I3 I4 I5
最高充电温度 T1 T2 T3 T4 T5
例如，当前SOC程度为8，处于0-20区间，则可以确定当前充电参数为：最大充电电压(V1)、最大充电电流(I1)以及最高充电温度(T1)。从而使得充电桩和BMS根据最大充电电压(V1)、最大充电电流(I1)以及最高充电温度(T1)进行充电参数配置，而当确定完成SOC程度到达20时，即当前SOC程度已经到了20-50区间，则对当前充电参数进行更新，将其更新为：最大充电电压(V2)、最大充电电流(I2)以及最高充电温度(T2)，直至充电结束。
可选的，在每个SOC程度区间的充电参数发送可以是通过国标GB/T 27930-2015中的PGN156报文，对于PGN156报文，具体形式可以参照表四：
表四
起始字节或位 长度 SPN SPN定义 发送选项
1 2字节 2816 单体动力蓄电池最高允许充电电压 必须项
3 2字节 2817 最高允许充电电流 必须项
5 2字节 2818 动力蓄电池标称总能量 必须项
7 2字节 2819 最高允许充电总电压 必须项
9 1字节 2820 最高允许温度 必须项
10 2字节 2821 整车动力蓄电池荷电状态 必须项
12 2字节 2822 整车动力蓄电池当前电池电压 必须项
在本实施例中，BMS与充电桩在充电开始前进行充电策略标识匹配，如果充电策略标识相同，即均为目标充电策略标识，则开始充电，如果电策略标识不同则以电策略标识时间最近的策略进行充电，而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。此外，通过在充电桩侧进行策略匹配，可以实现当车辆上由于网络不佳造成充电策略丢失情况下，可以根据最优的充电策略进行充电，并可以利用国标GB/T 27930-2015规定的流程进行充电，从而提高该方法的通用性，保障用户在不同的充电服务商处可使用最近状态生成的最优充电策略进行充电。
在上述实施例的基础上，车辆和/或充电桩可以在根据目标充电策略标识所对应的目标充电策略进行充电控制之后，通过车机数据采集模块或者充电桩数据采集模块采集响应于目标充电策略的充电数据，其中，充电数据包括电池在充电时各个电荷状态下的电压测量值、电流测量值以及温度测量值，然后，将采集到充电数据发送至服务器中进行存储，以作为后续充电策略计算的历史充电数据。
此外，车辆还可以采集电池的放电数据，其中，放电数据包括电池在放电时各个电荷状态下的电压测量值、电流测量值以及温度测量值，然后，将放电数据发送至服务器中进行存储，以作为后续充电策略计算的历史放电数据。
图8是本申请实施例提供的第五种充电控制方法的流程示意图。如图8所示，本实施例提供的充电控制方法，包括：
S601:充电握手阶段。
具体的，充电握手阶段分为握手启动阶段和握手辨识阶段，当充电桩和BMS物理连接完成并上电后，开启低压辅助电源，进入启动阶段发送握手报文，再进行绝缘监测。绝缘监测结束后进入握手辨识阶段，双方发送辨识报文，确定电池和充电桩的必要。充电握手阶段完成后，充电桩和BMS进入充电参数配置阶段。在此阶段，充电桩向BMS发送充电桩最大输出能力的报文，BMS根据充电桩最大输出能力判断是否能够进行充电。
S602:策略匹配阶段。
当充电桩和BMS完成充电握手阶段之后，为了确定目标充电策略，在进行充电阶段之前，还需要进行策略匹配。其中，S602可以包括：
S6021:接收第二时间属性信息。
具体的，车辆的BMS可以从充电桩接收第二时间属性信息。其中，第二充电策略存储于充电桩，并且，第二时间属性信息是根据第二充电策略的生成时间生成的，即第二时间属性信息用于表征第二充电策略生成时间。
S6022:根据第一时间属性信息和第二时间属性信息确定的目标充电策略。
然后，在车辆的BMS获取到充电桩中的第二时间属性信息之后，根据第一时间属性信息和第二时间属性信息确定的目标充电策略，其中，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略，即通过比较第一时间属性信息所表征的时间以及第二时间属性信息所表征的时间，来确定较晚生成的充电策略。可见，目标充电策略是充电桩和车辆二者中较新的充电策略，可以更加适配动力电池的当前性能状态。
S6023:发送目标充电策略。
若车辆的BMS中第一充电策略的生成时间晚于或等于充电桩中第二充电策略的生成时间，则目标充电策略为第一充电策略。此时，车辆的BMS可以将第一充电策略发送至充电桩中，以使得充电桩后续可以根据所确定的目标充电策略进行充电参数的配置。
S6024:确认接收目标充电策略。
当充电桩确认接收目标充电策略之后，就可以根据目标充电策略进行后续的充电参数配置。
S6025:接收目标充电策略。
若目标充电策略标识为充电桩中所存储的第二充电策略标识，则目标充电策略信息中的目标充电参数为第二充电策略中的第二充电参数，此时，BMS可以从充电桩中接收第二充电策略，以使得充BMS后续可以根据所确定的目标充电策略进行充电参数的配置。
S6026:确认接收目标充电策略。
当BMS确认接收目标充电策略之后，就可以根据目标充电策略进行后续的充电参数配置。
值得说明的，在执行S6023确认目标充电策略之后，若目标充电策略为充电桩中所存储的第一充电策略，则在执行S6023以及S6024之后，执行S603；若目标充电策 略为车辆中所存储的第二充电策略，则在执行S6025以及S6026之后，执行S603。
S603:充电参数配置阶段。
在本实施例中，可以在充电桩和车辆完成充电握手之后，在车辆的BMS中通过比较充电桩和车辆中所存储的充电策略的生成先后顺序，完成策略匹配阶段，进而确定较新的充电策略作为目标充电策略，以将该目标充电策略标识所对应的目标充电策略用于进行后续的充电参数配置，从而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。
图9是本申请实施例提供的第六种充电控制方法的流程示意图。如图9所示，本实施例提供的充电控制方法，包括：
S701:发送充电服务请求。
在本实施例中，充电桩与服务器为非绑定关系，即车辆在非绑定的充电服务商处进行充电。
则在本步骤中，服务器中的电池充电应用接收车辆发送的充电服务请求，其中，在该充电服务请求可以包括车辆的身份标识。服务器可以根据身份标识以及历史充放电数据确定充电策略，历史充放电数据包括充电数据以及放电数据，充电数据包括电池在充电时各个电荷状态下的电压测量值、电流测量值以及温度测量值，放电数据包括电池在放电时各个电荷状态下的电压测量值、电流测量值以及温度测量值。具体的，得服务器可以根据充电服务请求中的身份标识从车机数据存储模块和/或充电桩数据存储模块中获取与该身份标识相对应的历史充放电数据，进而再利用充电策略计算模块来计算得到当前电池状态下最优充电策略。
S702:发送充电策略。
在充电策略计算模块计算出最优充电策略之后，电池充电应用将该充电策略发送至车辆BMS，充电策略带有唯一关于时间的标识，即充电策略标识，该标识具有唯一性和时间相关性，即可以根据此标识判断两个不同策略的时间先后，而对于标识的形式，则可以字符串或数字，本实施例中不作限制。
可选的，电池充电应用将最优充电策略以数据文件或数据报文的行驶下发至车辆BMS，车辆BMS的充电交互模块接收最优充电策略之后保存在车机数据存储模块。
可选的，电池充电应用将最优充电策略以数据文件或数据报文的行驶下发至车辆BMS，车辆BMS的充电交互模块接收最优充电策略之后保存在数据存储模块。
S703:充电握手阶段。
具体的，充电握手阶段分为握手启动阶段和握手辨识阶段，当充电桩和车辆中BMS物理连接完成并上电后，开启低压辅助电源，进入启动阶段发送握手报文，再进行绝缘监测。绝缘监测结束后进入握手辨识阶段，双方发送辨识报文，确定电池和充电桩的必要。充电握手阶段完成后，充电桩和BMS进入充电参数配置阶段。在此阶段，充电桩向BMS发送充电桩最大输出能力的报文，BMS根据充电桩最大输出能力判断是否能够进行充电。
S704:策略匹配阶段。
S7041:读取第二充电策略标识。
具体的，车辆的BMS可以从充电桩中读取第二充电策略标识，其中，第二充电策 略标识用于标识在第二时间节点生成的第二充电策略，其中，第二充电策略存储于充电桩。
S7042:第二充电策略标识的生成时间节点是否早于第一充电策略标识的生成时间节点。若是，则执行S5043；若否，则执行S505。
然后，BMS可以判断第二充电策略标识的生成时间节点是否早于第一充电策略标识的生成时间节点。其中，第一充电策略标识用于标识在第一时间节点生成的第一充电策略，第一充电策略存储于BMS，而目标充电策略标识则是为生成时间节点较后的策略标识，即目标充电策略是车辆和充电桩二者中较新的充电策略，可以更加适配车辆动力电池的当前性能状态。
S7043:发送目标充电策略。
若目标充电策略标识为BMS中所存储的第一充电策略标识，则目标充电策略中的目标充电参数为第一充电策略中的第一充电参数，此时，BMS可以将第一充电策略发送至充电桩中，以使得充电桩后续可以根据所确定的目标充电策略进行充电参数的配置。
S7044:确认接收目标充电策略。
S7045:接收目标充电策略。
若目标充电策略标识为充电桩中所存储的第二充电策略标识，则目标充电策略中的目标充电参数为第二充电策略中的第二充电参数，此时，BMS从充电桩接收第二充电策略，以使得BMS后续可以根据所确定的目标充电策略进行充电参数的配置。
S7046:确认接收目标充电策略。
当BMS确认接收目标充电策略之后，就可以根据目标充电策略进行后续的充电参数配置。
值得说明的，在执行S7042确认目标充电策略标识之后，若目标充电策略标识为充电桩中所存储的第一充电策略标识，则在执行S7043以及S7044之后，执行S705；若目标充电策略标识为车辆中所存储的第二充电策略标识，则在执行S7045以及S7046之后，执行S705。
S705:充电参数配置阶段。
在确定上述目标充电策略之后，可以将该目标充电策略中的充电参数用于进行后续的充电参数配置。其中，充电参数可以包括充电电压上限值、充电电流上限值以及充电温度上限值中的一项或者多项。
在本实施例中，BMS与充电桩在充电开始前进行充电策略标识匹配，如果充电策略标识相同，即均为目标充电策略标识，则开始充电，如果电策略标识不同则以电策略标识时间最近的策略进行充电，而使得在充电过程中所配置的充电参数可以更加适配车辆动力电池的当前性能状态，以提高车辆动力电池的寿命以及充电安全性。此外，通过在BMS侧进行策略匹配，可以实现车辆在不同充电服务商处下也能达到最优充电的目的，并可以利用国标GB/T 27930-2015规定的流程进行充电，从而提高该方法的通用性，保障用户在不同的充电服务商处可使用最近状态生成的最优充电策略进行充电。
图10是本申请实施例提供的一种充电控制装置的结构示意图。如图10所示，本 实施例提供的充电控制装置800可用于执行上述图3-图9所示充电控制方法中第一终端执行的操作，包括：
存储模块801，用于存储第一充电策略和根据第一充电策略的生成时间生成的第一时间属性信息；
接收模块802，用于从第二终端接收第二时间属性信息，第二时间属性信息根据第二充电策略的生成时间生成，第二充电策略存储于第二终端；
发送模块803，用于向第二终端发送目标充电策略信息，目标充电策略信息用于指示根据第一时间属性信息和第二时间属性信息确定的目标充电策略，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略；
配置模块804，用于根据目标充电策略进行充电参数配置。
其中，若第一充电策略的生成时间晚于或等于第二充电策略的生成时间，则目标充电策略为第一充电策略，目标充电策略信息包括第一充电策略。若第一充电策略的生成时间早于或等于第二充电策略的生成时间，目标充电策略为第二充电策略，方法还包括：从第二终端接收第二充电策略。
在一种可能的设计中，上述充电控制装置800，还可以包括：握手模块805，用于与第二终端进行充电握手。
可选的，当目标充电策略包括多个电荷状态范围和多个阶段充电策略，多个电荷状态范围与多个阶段充电策略一一对应时，配置模块804，具体用于：根据当前的电荷状态以及目标充电策略从多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略；根据当前阶段充电策略进行充电参数配置。
在一种可能的设计中，配置模块804，还用于：根据当前的电荷状态的变化从多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略；根据更新后的当前阶段充电策略重新进行充电参数配置。
此外，接收模块802，还用于从服务器接收第一充电策略和第一时间属性信息。
图11是本申请实施例提供的另一种充电控制装置的结构示意图。如图11所示，本实施例提供的充电控制装置900可用于执行上述图3-图9所示充电控制方法中第二终端执行的操作，包括：
存储模块901，用于存储第二充电策略和根据第二充电策略的生成时间生成的第二时间属性信息；
发送模块902，用于向第一终端发送第二时间属性信息；
接收模块903，用于从第一终端接收目标充电策略信息，目标充电策略信息用于指示第一终端根据第一时间属性信息和第二时间属性信息确定的目标充电策略，第一时间属性信息是根据存储于第一终端的第一充电策略的生成时间生成的，目标充电策略为第一充电策略和第二充电策略中较晚生成的一个充电策略；
配置模块904，用于根据目标充电策略进行充电参数配置。
其中，若第一充电策略的生成时间晚于或等于第二充电策略的生成时间，则目标充电策略为第一充电策略，目标充电策略信息包括第一充电策略。若第一充电策略的生成时间早于或等于第二充电策略的生成时间，则目标充电策略为第二充电策略，方法还包括：向第一终端发送第二充电策略。
在一种可能的设计中，上述充电控制装置900，还可以包括：握手模块905，用于与第一终端进行充电握手。
可选的，当目标充电策略包括多个电荷状态范围和多个阶段充电策略，多个电荷状态范围与多个阶段充电策略一一对应时，配置模块904，具体用于：根据当前的电荷状态以及目标充电策略从多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略；根据当前阶段充电策略进行充电参数配置。
在一种可能的设计中，配置模块904，还用于：根据当前的电荷状态的变化从多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略；根据更新后的当前阶段充电策略重新进行充电参数配置。
在一种可能的设计中，接收模块903，还用于从服务器接收第一充电策略和第一时间属性信息。
其中，若图10所示的充电控制装置为充电桩时，则图11所示的充电控制装置为车辆或车辆内充电装置；或者，若图11所示的充电控制装置为车辆或车辆内充电装置时，则图10所示的充电控制装置为充电桩。
此外，本申请实施例还提供一种充电控制系统，包括：图10所示的充电控制装置以及图11所示的充电控制装置。
图12是本申请实施例提供的一种服务器的结构示意图。如图12所示，本实施例提供的服务器1000，包括：
接收模块1001，用于接收车辆发送的充电服务请求，充电服务请求包括车辆的身份标识；
处理模块1002，用于根据身份标识以及车辆上电池的历史充放电数据生成充电策略；
处理模块1002，还用于根据生成充电策略的时间生成时间属性信息；
发送模块1003，用于向车辆发送充电策略和时间属性信息。
在一种可能的设计中，接收模块1001，还用于接收车辆发送的历史充放电数据；此外，接收模块1001，还用于接收充电桩发送的历史充电数据。
在一种可能的设计中，上述充电控制系统，还可以包括图12所示的服务器。
图13是本申请实施例提供的一种充电控制装置的结构示意图。如图13所示，本实施例提供的充电控制装置1100，包括：
处理器1101；以及，
存储器1102，用于存储处理器的可执行指令，该存储器还可以是flash(闪存)；
其中，处理器1101配置为经由执行可执行指令来执行上述图3-图9所示充电控制方法中第一终端执行的操作。具体可以参见前面方法实施例中的相关描述。
可选地，存储器1102既可以是独立的，也可以跟处理器1101集成在一起。
当存储器1102是独立于处理器1101之外的器件时，充电控制装置1100，还可以包括：
总线1103，用于连接处理器1101以及存储器1102。
图14是本申请实施例提供的另一种充电控制装置的结构示意图。如图14所示，本实施例提供的充电控制装置1200，包括：
处理器1201；以及，
存储器1202，用于存储处理器的可执行指令，该存储器还可以是flash(闪存)；
其中，处理器1201配置为经由执行可执行指令来执行上述图3-图9所示充电控制方法中第二终端执行的操作。具体可以参见前面方法实施例中的相关描述。
可选地，存储器1202既可以是独立的，也可以跟处理器1201集成在一起。
当存储器1202是独立于处理器1201之外的器件时，充电控制装置1200，还可以包括：
总线1203，用于连接处理器1201以及存储器1202。
此外，本申请实施例还提供一种充电控制系统，包括：图13所示的充电控制装置以及图14所示的充电控制装置。
图15是本申请实施例提供的一种服务器的结构示意图。如图14所示，本实施例提供的充电控制装置1300，包括：
处理器1301；以及，
存储器1302，用于存储处理器的可执行指令，该存储器还可以是flash(闪存)；
其中，处理器1301配置为经由执行可执行指令来执行上述任一方法中服务器侧的各个步骤。具体可以参见前面方法实施例中的相关描述。
可选地，存储器1302既可以是独立的，也可以跟处理器1301集成在一起。
当存储器1302是独立于处理器1301之外的器件时，充电控制装置1300，还可以包括：
总线1303，用于连接处理器1301以及存储器1302。
在一种可能的设计中，上述充电控制系统，还可以包括图15所示的服务器。
本实施例还提供一种可读存储介质，可读存储介质中存储有计算机程序，当电子设备的至少一个处理器执行该计算机程序时，电子设备执行上述的各种实施方式提供的方法中第一终端的各个步骤。
本实施例还提供一种可读存储介质，可读存储介质中存储有计算机程序，当电子设备的至少一个处理器执行该计算机程序时，电子设备执行上述的各种实施方式提供的方法中第二终端的各个步骤。
本实施例还提供一种可读存储介质，可读存储介质中存储有计算机程序，当电子设备的至少一个处理器执行该计算机程序时，电子设备执行上述的各种实施方式提供的方法中服务器侧的各个步骤。
本实施例还提供一种包含指令的计算机程序产品，当计算机程序产品在电子设备上运行时，使得计算机执行上述的各种实施方式提供的方法中第一终端的各个步骤。
本实施例还提供一种包含指令的计算机程序产品，当计算机程序产品在电子设备上运行时，使得计算机执行上述的各种实施方式提供的方法中第二终端的各个步骤。
本实施例还提供一种包含指令的计算机程序产品，当计算机程序产品在电子设备上运行时，使得计算机执行上述的各种实施方式提供的方法中服务器的各个步骤。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以所述权利要求的保 护范围为准。

Claims (29)

  1. 一种充电控制方法，其特征在于，所述方法应用于第一终端，所述第一终端存储有第一充电策略和根据所述第一充电策略的生成时间生成的第一时间属性信息，所述方法包括：
    从第二终端接收第二时间属性信息，所述第二时间属性信息根据第二充电策略的生成时间生成，所述第二充电策略存储于所述第二终端；
    向第二终端发送目标充电策略信息，所述目标充电策略信息用于指示所述第一终端根据所述第一时间属性信息和所述第二时间属性信息确定的目标充电策略，所述目标充电策略为所述第一充电策略和所述第二充电策略中较晚生成的一个充电策略；
    根据所述目标充电策略进行充电参数配置。
  2. 根据权利要求1所述的充电控制方法，其特征在于，所述第一充电策略的生成时间晚于或等于所述第二充电策略的生成时间，所述目标充电策略为所述第一充电策略，所述目标充电策略信息包括所述第一充电策略。
  3. 根据权利要求1所述的充电控制方法，其特征在于，所述第一充电策略的生成时间早于或等于所述第二充电策略的生成时间，所述目标充电策略为所述第二充电策略，所述方法还包括：从所述第二终端接收所述第二充电策略。
  4. 根据权利要求1-3中任意一项所述的充电控制方法，其特征在于，在所述从第二终端接收第二时间属性信息之前，所述方法还包括：
    与所述第二终端进行充电握手。
  5. 根据权利要求1-4中任意一项所述的充电控制方法，其特征在于，所述目标充电策略包括多个电荷状态范围和多个阶段充电策略，所述多个电荷状态范围与所述多个阶段充电策略一一对应，所述根据所述目标充电策略进行充电参数配置，包括：
    根据当前的电荷状态以及所述目标充电策略从所述多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略；
    根据所述当前阶段充电策略进行充电参数配置。
  6. 根据权利要求5所述的充电控制方法，其特征在于，所述根据所述目标充电策略进行充电参数配置，还包括：
    根据当前的电荷状态的变化从所述多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略；
    根据更新后的当前阶段充电策略重新进行充电参数配置。
  7. 根据权利要求1-6中任意一项所述的充电控制方法，其特征在于，所述方法还包括：从服务器接收所述第一充电策略和所述第一时间属性信息。
  8. 一种充电控制方法，其特征在于，所述方法应用于第二终端，所述第二终端存储有第二充电策略和根据所述第二充电策略的生成时间生成的第二时间属性信息，所述方法包括：
    向第一终端发送所述第二时间属性信息；
    从第一终端接收目标充电策略信息，所述目标充电策略信息用于指示所述第一终端根据第一时间属性信息和所述第二时间属性信息确定的目标充电策略，所述第一时间属性信息是根据存储于所述第一终端的第一充电策略的生成时间生成的，所述目标 充电策略为所述第一充电策略和所述第二充电策略中较晚生成的一个充电策略；
    根据所述目标充电策略进行充电参数配置。
  9. 根据权利要求8所述的充电控制方法，其特征在于，所述第一充电策略的生成时间晚于或等于所述第二充电策略的生成时间，所述目标充电策略为所述第一充电策略，所述目标充电策略信息包括所述第一充电策略。
  10. 根据权利要求8所述的充电控制方法，其特征在于，所述第一充电策略的生成时间早于或等于所述第二充电策略的生成时间，所述目标充电策略为所述第二充电策略，所述方法还包括：向所述第一终端发送所述第二充电策略。
  11. 根据权利要求8-10中任意一项所述的充电控制方法，其特征在于，在所述向第一终端发送所述第二时间属性信息之前，所述方法还包括：
    与所述第一终端进行充电握手。
  12. 根据权利要求8-11中任意一项所述的充电控制方法，其特征在于，所述目标充电策略包括多个电荷状态范围和多个阶段充电策略，所述多个电荷状态范围与所述多个阶段充电策略一一对应，所述根据所述目标充电策略进行充电参数配置，包括：
    根据当前的电荷状态以及所述目标充电策略从所述多个阶段充电策略中选择一个阶段充电策略作为当前阶段充电策略；
    根据所述当前阶段充电策略进行充电参数配置。
  13. 根据权利要求12所述的充电控制方法，其特征在于，所述根据所述目标充电策略进行充电参数配置，还包括：
    根据当前的电荷状态的变化从所述多个阶段充电策略中重新选择一个阶段充电策略以更新当前阶段充电策略；
    根据更新后的当前阶段充电策略重新进行充电参数配置。
  14. 根据权利要求8-13中任意一项所述的充电控制方法，其特征在于，所述方法还包括：从服务器接收所述第二充电策略和所述第二时间属性信息。
  15. 一种充电控制方法，其特征在于，包括：
    接收车辆发送的充电服务请求，所述充电服务请求包括所述车辆的身份标识；
    根据所述身份标识以及所述车辆上电池的历史充放电数据生成充电策略；
    根据生成所述充电策略的时间生成时间属性信息；
    向所述车辆发送所述充电策略和所述时间属性信息。
  16. 一种充电控制装置，其特征在于，包括：
    存储模块，用于存储第一充电策略和根据所述第一充电策略的生成时间生成的第一时间属性信息；
    接收模块，用于从第二终端接收第二时间属性信息，所述第二时间属性信息根据第二充电策略的生成时间生成，所述第二充电策略存储于所述第二终端；
    发送模块，用于向第二终端发送目标充电策略信息，所述目标充电策略信息用于指示根据所述第一时间属性信息和所述第二时间属性信息确定的目标充电策略，所述目标充电策略为所述第一充电策略和所述第二充电策略中较晚生成的一个充电策略；
    配置模块，用于根据所述目标充电策略进行充电参数配置。
  17. 一种充电控制装置，其特征在于，包括：
    存储模块，用于存储第二充电策略和根据所述第二充电策略的生成时间生成的第二时间属性信息；
    发送模块，用于向第一终端发送所述第二时间属性信息；
    接收模块，用于从第一终端接收目标充电策略信息，所述目标充电策略信息用于指示所述第一终端根据第一时间属性信息和所述第二时间属性信息确定的目标充电策略，所述第一时间属性信息是根据存储于所述第一终端的第一充电策略的生成时间生成的，所述目标充电策略为所述第一充电策略和所述第二充电策略中较晚生成的一个充电策略；
    配置模块，用于根据所述目标充电策略进行充电参数配置。
  18. 一种服务器，其特征在于，包括：
    接收模块，用于接收车辆发送的充电服务请求，所述充电服务请求包括所述车辆的身份标识；
    处理模块，用于根据所述身份标识以及所述车辆上电池的历史充放电数据生成充电策略；
    所述处理模块，还用于根据生成所述充电策略的时间生成时间属性信息；
    发送模块，用于向所述车辆发送所述充电策略和所述时间属性信息。
  19. 一种充电控制装置，其特征在于，包括：
    处理器；以及
    存储器，用于存储所述处理器的计算机程序；
    其中，所述处理器被配置为通过执行所述计算机程序来实现权利要求1至7中任一项所述的充电控制方法。
  20. 一种充电控制装置，其特征在于，包括：
    处理器；以及
    存储器，用于存储所述处理器的计算机程序；
    其中，所述处理器被配置为通过执行所述计算机程序来实现权利要求8至14中任一项所述的充电控制方法。
  21. 一种服务器，其特征在于，包括：
    处理器；以及
    存储器，用于存储所述处理器的计算机程序；
    其中，所述处理器被配置为通过执行所述计算机程序来实现权利要求15所述的充电控制方法。
  22. 一种充电控制系统，其特征在于，包括：如权利要求16所述的充电控制装置和如权利要求17所述的充电控制装置。
  23. 一种充电控制系统，其特征在于，包括：如权利要求20所述的充电控制装置和如权利要求21所述的充电控制装置。
  24. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现权利要求1至7中任一项所述的充电控制方法。
  25. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现权利要求8至14中任一项所述的充电控制方法。
  26. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现权利要求15所述的充电控制方法。
  27. 一种计算机程序产品，其特征在于，当所述计算机程序产品在电子设备上运行时，使得所述电子设备执行权利要求1至7中任一项所述的充电控制方法。
  28. 一种计算机程序产品，其特征在于，当所述计算机程序产品在电子设备上运行时，使得所述电子设备执行权利要求8-14中任一项所述的充电控制方法。
  29. 一种计算机程序产品，其特征在于，当所述计算机程序产品在电子设备上运行时，使得所述电子设备执行权利要求15所述的充电控制方法。
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