WO2022036935A1

WO2022036935A1 - Forward compatibility method and circuit for direct-current charging control circuit of electric vehicle, and converter

Info

Publication number: WO2022036935A1
Application number: PCT/CN2020/134165
Authority: WO
Inventors: 李旭玲; 倪峰; 张萱; 王善祥; 桑林; 戴敏; 耿群锋; 孙远; 吕晓飞; 古铭
Original assignee: 国网电力科学研究院有限公司; 南瑞集团有限公司; 国电南瑞科技股份有限公司; 国网北京市电力公司; 国家电网有限公司
Priority date: 2020-08-18
Filing date: 2020-12-07
Publication date: 2022-02-24
Also published as: CN112078392A

Abstract

A forward compatibility method and circuit for a direct-current charging control circuit of an electric vehicle, and a converter. The method comprises: arranging equivalent resistors (Rd, R', Rc', Rc") on a CC1 loop and/or a CC2 loop; on the side of an electric vehicle, determining the type of a charger by means of monitoring the voltage on a CC2 line, and performing a charging flow according to the type of the charger; and on the side of the charger, by means of monitoring the voltage on a CC1 line, determining whether the charger is reliably connected to allow safe charging. An electric vehicle can be charged with all common chargers in the market, thereby realizing forward compatibility of a direct-current charging control guiding circuit.

Description

Forward-compatible method, circuit and converter for electric vehicle DC charging control circuit

technical field

The invention relates to a forward compatible method, circuit and converter for a direct current charging control circuit of an electric vehicle, and belongs to the field of electric vehicle charging.

Background technique

In the field of electric vehicle conductive DC charging, the international mainstream charging systems include the Japanese DC fast charging system CHAdeMO, the European and American combined charging system CCS, the Chinese DC charging system GB 2015 and other mainstream DC interface technology forms. Different charging systems use their own charging interfaces for charging. Charging, for example, CHAdeMO used in Japan is a CHAdeMO socket supported by Nissan and Mitsubishi Motors in Japan; Combo sockets used in Europe and the United States can allow slow charging and fast charging of electric vehicles, and are currently the most widely used socket type in Europe; Chinese DC chargers use The interface should comply with GB/T 20234.3-2015 "Electric Vehicle Conductive Charging Connection Device Part 3: DC Charging Interface".

These DC charging technologies have their own characteristics and advantages, but they also gradually expose some technical problems and safety hazards. China's new generation of ChaoJi charging technology solves a series of defects and problems existing in the international charging system. For different physical forms and connection circuits of charging interfaces, ChaoJi electric vehicles need to solve the problem of forward compatibility to adapt to existing DC chargers and meet the current charging market demand.

SUMMARY OF THE INVENTION

The present invention provides a forward compatibility method, circuit and converter for a direct current charging control circuit of an electric vehicle, which solves the forward compatibility problem of ChaoJi electric vehicles.

In order to solve the above-mentioned technical problems, the technical scheme adopted in the present invention is:

A forward compatible method for electric vehicle DC charging control circuit, including,

Connect several equivalent resistors matched with the charger type on the CC1 loop or/and the CC2 loop;

When the CC2 circuit is turned on, the electric vehicle determines the type of the charger according to the monitored CC2 line voltage, and the electric vehicle enters the corresponding charging process; and

The CC1 loop is turned on, and in response to the CC1 line voltage monitored by the charger being within the preset normal range, the charger enters the charging process.

In response to the equivalent resistance connected to the CC1 loop, the connection structure of the equivalent resistance is as follows,

Connect the equivalent resistance R′ in parallel between the CC1 line and the PE line of the CC1 loop or/and connect the equivalent resistance R″ in series on the CC1 line of the CC1 loop;

In response to the equivalent resistance connected to the CC2 loop, the connection structure of the equivalent resistance is as follows,

The equivalent resistance Rc' is connected in parallel between the CC2 line and the PE line of the CC2 loop or/and the equivalent resistance Rc" is connected in series on the CC2 line of the CC2 loop.

In response to the charger being a CHAdeMO charger or a GB 2015 charger, the CC1 loop and the CC2 loop are respectively connected with several equivalent resistors matching the type of the charger.

In response to the charger being a CCS charger, the CC2 loop is connected with several equivalent resistors matching the type of the charger.

The electric vehicle DC charging control circuit is forward compatible circuit, including CC1 connection line, CC2 connection line and PE connection line;

The two ends of the CC1 connecting line are respectively connected to the CC1 connecting line on the electric vehicle side and the CC1 connecting line on the charger side. Connect the PE connection line on the electric vehicle side and the PE connection line on the charger side respectively;

The CC1 connection line, the CC1 connection line on the electric vehicle side, the CC1 connection line on the charger side, the PE connection line, the PE connection line on the electric vehicle side and the PE connection line on the charger side form the CC1 circuit. The CC2 connection line, the CC2 connection line on the electric vehicle side, The CC2 connection line on the charger side, the PE connection line, the PE connection line on the electric vehicle side and the PE connection line on the charger side form the CC2 loop;

Several equivalent resistors matching the type of charger are connected to the CC1 loop or/and the CC2 loop.

Connect the equivalent resistance R′ in parallel between the CC1 line and the PE line of the CC1 loop or/and connect the equivalent resistance R″ in series on the CC1 line of the CC1 loop; among them, the CC1 connection line, the CC1 connection line on the electric vehicle side and the charging The CC1 connection line on the machine side forms the CC1 line, and the PE connection line, the PE connection line on the electric vehicle side and the PE connection line on the charger side form the PE line;

Connect the equivalent resistance Rc' in parallel between the CC2 line and the PE line of the CC2 loop or/and connect the equivalent resistance Rc" in series on the CC2 line of the CC2 loop; among them, the CC2 connection line, the CC2 connection line on the electric vehicle side and the charging The CC2 connection line on the machine side constitutes the CC2 line.

Connect the equivalent resistance R′ in parallel between the CC1 connection line and the PE connection line or/and connect the equivalent resistance R″ in series on the CC1 connection line;

An equivalent resistance Rc' is connected in parallel between the CC2 connection line and the PE connection line or/and an equivalent resistance Rc" is connected in series on the CC2 connection line.

In response to the charger being a CHAdeMO charger, the forward compatible circuit of the electric vehicle DC charging control circuit further includes a CP connection line, two ends of the CP connection line are respectively connected to the electric vehicle side CC2 connection line and the charger side CP connection line, CP Equivalent resistance Rd is connected in series on the connecting line.

The converter includes an electric vehicle DC charging control circuit forward compatible circuit, and the converter is connected between the vehicle socket on the electric vehicle side and the vehicle plug on the charger side.

The beneficial effects achieved by the present invention: the present invention sets an equivalent resistance on the CC1 loop or/and the CC2 loop, on the electric vehicle side, by monitoring the voltage on the CC2 line, the type of the charger is determined, and the charging process is carried out according to the type of the charger, On the charger side, by monitoring the voltage on the CC1 line, it is determined whether the charger is reliably connected to allow safe charging, so that the electric vehicle can be charged with all common chargers on the market, achieving forward compatibility.

Description of drawings

Fig. 1 is the schematic diagram of the circuit of the present invention;

Figure 2 shows the circuit structure of the CHAdeMO charger;

Figure 3 shows the forward compatible charging process of CHAdeMO;

Figure 4 shows the circuit structure of the CCS1 charger;

Figure 5 shows the circuit structure of the CCS2 charger;

Figure 6 shows the CCS forward compatible charging process;

Figure 7 shows the circuit structure of the GB 2015 charger;

[Correction 22.02.2021 under Rule 91]
Figure 8 shows the GB 2015 forward compatible charging process.
Figure 9 is a forward compatible vehicle circuit.

detailed description

The present invention will be further described below in conjunction with the accompanying drawings. The following examples are only used to illustrate the technical solutions of the present invention more clearly, and cannot be used to limit the protection scope of the present invention.

The forward compatibility method of electric vehicle DC charging control circuit is as follows:

1) Connect several equivalent resistors matching the type of charger on the CC1 circuit or/and the CC2 circuit.

Whether there is an equivalent resistance connected to the CC1 loop and CC2 loop needs to be adjusted according to the type of charger.

When an equivalent resistance is connected to the CC1 circuit, the connection structure of the equivalent resistance is as follows:

The equivalent resistance R' is connected in parallel between the CC1 line and the PE line of the CC1 loop or/and the equivalent resistance R" is connected in series on the CC1 line of the CC1 loop.

When an equivalent resistance is connected to the CC2 circuit, the connection structure of the equivalent resistance is as follows:

The equivalent resistance is a single resistance, or the equivalent resistance is formed by connecting multiple resistances in series, parallel or mixed, with various structures, and only needs to be able to reach the corresponding resistance value.

According to the existing charger structure: when the charger is a CHAdeMO charger or a GB 2015 charger, the CC1 circuit and the CC2 circuit are respectively connected with several equivalent resistors matching the type of the charger, namely the CC1 line of the CC1 circuit and the PE The equivalent resistance R' is connected in parallel between the lines or/and the equivalent resistance R" is connected in series on the CC1 line of the CC1 circuit. When the charger is a CCS charger, the CC2 circuit is connected with a number of other types that match the type of the charger. Effective resistance, that is, the equivalent circuit is not connected to the CC1 circuit, and the equivalent resistance Rc' is connected in parallel between the CC2 line and the PE line of the CC2 circuit or/and the equivalent resistance Rc" is connected in series on the CC2 line of the CC2 circuit.

Of course, if the structure of the control and guidance circuit of the charger or the vehicle is changed in the future, it may also happen that the CC1 loop in the converter is not connected to the equivalent resistance and/or the CC2 loop is not connected to the equivalent resistance.

2) Turn on the CC2 circuit, the electric vehicle determines the type of charger according to the monitored CC2 line voltage, and the electric vehicle enters the corresponding charging process.

3) Turn on the CC1 loop, and in response to the CC1 line voltage monitored by the charger being within the preset normal range, the charger enters the charging process.

The electric vehicle DC charging control circuit is forward compatible with the circuit, including the CC1 connection line, the CC2 connection line and the PE connection line. The two ends of the CC1 connecting line are respectively connected to the CC1 connecting line on the electric vehicle side and the CC1 connecting line on the charger side. Connect the PE connection line on the electric vehicle side and the PE connection line on the charger side respectively; CC1 connection line, CC1 connection line on the electric vehicle side, CC1 connection line on the charger side, PE connection line, PE connection line on the electric vehicle side and PE connection on the charger side The circuit forms the CC1 circuit, and the CC2 connection line, the CC2 connection line on the electric vehicle side, the CC2 connection line on the charger side, the PE connection line, the PE connection line on the electric vehicle side and the PE connection line on the charger side form the CC2 circuit; CC1 circuit or/and CC2 Several equivalent resistors matched with the type of charger are connected to the loop.

According to the existing charger structure: when the charger is a CHAdeMO charger or a GB 2015 charger, the CC1 loop and the CC2 loop are respectively connected with several equivalent resistors matching the type of the charger. When the charger is a CCS charger, the CC2 circuit is connected with several equivalent resistors that match the type of the charger.

When an equivalent resistance is connected to the CC1 loop, the connection structure of the equivalent resistance is as follows:

Connect the equivalent resistance R′ in parallel between the CC1 line and the PE line of the CC1 loop or/and connect the equivalent resistance R″ in series on the CC1 line of the CC1 loop; among them, the CC1 connection line, the CC1 connection line on the electric vehicle side and the charging The CC1 connection line on the machine side constitutes the CC1 line, and the PE connection line, the PE connection line on the electric vehicle side and the PE connection line on the charger side constitute the PE line.

Under normal circumstances, in order to facilitate the setting of the circuit without changing the circuit structure of the existing electric vehicle and the charger; when an equivalent resistance is connected to the CC1 circuit, the connection structure of the equivalent resistance is as follows: between the CC1 connection line and the PE connection line Connect the equivalent resistance R′ in parallel or/and connect the equivalent resistance R″ in series on the CC1 connection line; when the CC2 loop is connected with an equivalent resistance, the connection structure of the equivalent resistance is as follows: connect the CC2 connection line and the PE connection line The equivalent resistance Rc' is connected in parallel or/and the equivalent resistance Rc" is connected in series on the CC2 connection line.

When the charger is a CHAdeMO charger, the forward compatible circuit of the electric vehicle DC charging control circuit also includes a CP connection line. The two ends of the CP connection line are respectively connected to the CC2 connection line on the electric vehicle side and the CP connection line on the charger side. Equivalent resistance Rd is connected in series.

The converter includes the forward compatible circuit of the above-mentioned electric vehicle DC charging control circuit, all equivalent resistances of the forward compatible circuit of the electric vehicle DC charging control circuit are set in the converter, and the converter is connected to the vehicle socket on the electric vehicle side and the vehicle plug on the charger side.

If part of the equivalent resistance of the forward compatible circuit of the DC charging control circuit of the electric vehicle has been installed in the charger or the electric vehicle, the converter can be further simplified, that is, the equivalent circuit of the remaining part is arranged in the converter.

The resistance accuracy of the converter and the DC charging control circuit of the ChaoJi electric vehicle is recommended to be 1%, and the pull-up voltage accuracy is recommended to be 5%.

As shown in FIG. 1 , which is a specific embodiment of the present invention, the circuit includes a CC1 connection line, a CC2 connection line, and a PE connection line. The connection port of the side CC1 connection line, the subsequent ports are similar) and the CC1 end of the charger side, the two ends of the CC2 connection line are respectively connected to the CC2 end of the electric vehicle side and the CC2 end of the charger side, and the two ends of the PE connection line are respectively connected to the electric vehicle. The side PE terminal and the charger side PE terminal, the equivalent resistance R′ is connected in parallel between the CC1 connection line and the PE connection line, the equivalent resistance R″ is connected in series on the CC1 connection line, and the CC2 connection line and the PE connection line are connected in parallel Equivalent resistance Rc', the equivalent resistance Rc" is connected in series on the CC2 connection line.

Specifically: one end of the equivalent resistance Rc″ is connected to the CC2 end of the electric vehicle side, the other end of the equivalent resistance Rc″ is connected to the connection point between the equivalent resistance Rc′ and the CC2 connection line; one end of the equivalent resistance R″ is connected to the electric vehicle side At the CC1 end, the other end of the equivalent resistance R″ is connected to the connection point between the equivalent resistance R′ and the CC1 connection line.

As shown on the right side of Figure 1, it is the circuit on the ChaoJi electric vehicle side. Monitoring point 3, switch Sv, resistor Rv and power supply U2 (usually 12V) are connected in series between the CC2 terminal and the PE terminal, and the CC1 terminal and the PE terminal are connected in series. A diode D1, a monitoring point 2, a switch S2 and a resistor R4 are connected in series between them. The anode of the diode D1 is connected to the CC1 terminal. The monitoring point 3 and the monitoring point 2 are connected to the electric vehicle controller, and the voltages on the CC2 and CC1 lines are monitored through the monitoring point 3 and the monitoring point 2 respectively. Diode D1 is optional and is suitable for charging with CCS chargers.

The resistance of the above equivalent resistances is related to the resistance of the resistance Rv and the type of the charger. The pull-up voltage U2 in the electric vehicle is determined by the design of the electric vehicle manufacturer. In order to reduce the power consumption of the equivalent resistance in the converter, generally Resistor Rv is set at 1000Ω.

Taking some existing chargers as an example, the given monitoring point voltage values are all nominal values. The configuration parameters of each system and converter are shown in Table 1:

Table 1 Configuration parameters of each system and converter

A) CHAdeMO charger from Japan.

When the CHAdeMO charger in Japan detects that the voltage of monitoring point 1 is 2.00V, it considers that it is normally connected to the electric vehicle and allows charging. In order to be compatible with CHAdeMO 2.0 and below chargers in the existing market, as shown in Figure 2, the resistance value of the equivalent resistance Rc' is 200Ω, the resistance value of the equivalent resistance Rc″ is 100Ω, the equivalent resistance Rd is 400Ω, and the CC1 loop The equivalent resistance R' above is not connected in parallel between the CC1 connection line and the PE connection line, but is equivalent to the electric vehicle side, that is, the resistance value of R4c in the figure is 130Ω. Of course, the optimal case is to connect directly in parallel between the CC1 connection wire and the PE connection wire.

The CHAdeMO forward compatible charging judgment process is shown in Figure 3. The specific steps are as follows:

S11) When CHAdeMO 2.0 and below chargers, converters, and ChaoJi electric vehicles are not connected, the initialization states of switches d1, d2, S2' and Sv are all disconnected, and switch S2 is set to position 0, that is, no resistor R4c or R4, the electric vehicle is in a dormant state or active state, the monitoring point 2 in the electric vehicle is 0V, and charging is not allowed; the voltage of monitoring point 1 in the charger is 12V, and the voltage of monitoring point CS is 0V, and charging is not allowed.

S12) The converter is connected to the socket of the electric vehicle, the electric vehicle is in a dormant state or active state, the voltage of monitoring point 2 in the electric vehicle is 0V, and charging is not allowed; the voltage of monitoring point 1 in the charger is 12V, and the voltage of monitoring point CS is 0V, Charging is not allowed.

S13) The charger is completely connected with the converter and the electric vehicle, the monitoring point 2 in the electric vehicle is 11.88V, charging is not allowed, and the dormant electric vehicle is activated; the voltage of the monitoring point 1 in the charger is 11.88V, and the voltage of the monitoring point CS is 11.88V. 0V, charging is not allowed.

S14) The vehicle closes the switch Sv, detects that the voltage of monitoring point 3 is 2V, confirms that the CC2 loop is connected normally, and judges that the type of the connected charger is Japan CHAdeMO 2.0 and below, the monitoring point 2 in the electric vehicle is 11.88V, and charging is not allowed ; The voltage of monitoring point 1 in the charger is 11.88V, and the voltage of monitoring point CS is 1V, and charging is not allowed;

If the switch Sv is closed, it is detected that the voltage of monitoring point 3 is 6V, the CC2 circuit is confirmed to be connected normally, and it is determined that the type of the connected charger is a ChaoJi charger, that is, the converter is not used for charging, and go to step S19;

If the switch Sv is closed, the voltage of monitoring point 3 is detected to be 4V or 8V, confirm that the CC2 circuit is connected normally, and judge that the type of the connected charger is a charger of another version, and go to the corresponding charging process.

S15) Turn off the switch Sv, the voltage of monitoring point 3 is 0V, the monitoring point 2 in the electric vehicle is 11.88V, and the electric vehicle may enter the sleep state; the voltage of monitoring point 1 in the charger is 11.88V, the voltage of monitoring point CS is 0V, and the voltage of monitoring point 1 in the charger is 11.88V. Charging is allowed.

S16) Close switch d1 to wake up the electric vehicle, the voltage of monitoring point 1 in the charger is 11.88V, the voltage of monitoring point CS is 2V; the voltage of monitoring point 2 in the electric vehicle is 11.88V, the voltage of monitoring point 3 is 4V, and the electric vehicle is activated.

S17) The electric vehicle puts the switch S2 in position 1, that is, the resistor R4c is connected in series, the voltage of the monitoring point 1 in the charger is 2V, the voltage of the monitoring point CS is 2V, and the cable insulation detection starts; the monitoring point 2 in the electric vehicle is 2V, monitoring Point 3 voltage is 4V.

S18) After the charger completes the cable insulation test, close the switch d2, the voltage of monitoring point 1 in the charger is 2V, and the voltage of monitoring point CS is 0V; the voltage of monitoring point 2 in the electric vehicle is 2V, and the voltage of monitoring point 3 is 2.4V; The two parties entered the charging process of the Japanese CHAdeMO 2.0 and below charging system.

S19) The electric vehicle closes the switch S2', when it is detected that the voltage of the monitoring point 2 is 8.73V and the charging is ready, the switch S2 is placed in the position 2, that is, the resistor R4 is connected in series. At this time, the voltage of the monitoring point 2 is 5.60V, and the disconnection Turn on the switch Sv, the voltage of monitoring point 3 is 0V; the voltage of monitoring point 1 in the charger is 5.60V; both sides of the car pile enter the charging process of ChaoJi.

B) European and American CCS chargers.

European and American CCS chargers, when the voltage of monitoring point 1 is detected to be 9.00V, it is considered that it is connected to the electric vehicle normally and charging is allowed. During normal charging, the nominal voltage of monitoring point 1 should be 6.00V. For CCS1 chargers, it should also be detected. The monitoring point PP voltage is 1.51V. In order to be compatible with the CCS charger, the equivalent resistance settings are shown in Figures 4 and 5.

CCS1 charger: the equivalent resistance Rc″ is 2100Ω, and the resistance value of the equivalent resistance Rc′ is 360Ω; CCS2 charger: the equivalent resistance Rc″ is 300Ω, and the resistance value of the equivalent resistance Rc′ is 250Ω.

The electric vehicle side detects that the voltage of monitoring point 3 is 4V, and the electric vehicle confirms that it is connected to a CCS charger, first keep switch S2 off (close switch S2 after waiting for the charger to be ready for charging), and the electric vehicle enters the CCS charging process. At this time, the CCS charger detects that the voltage of monitoring point 1 is 9V, confirms that the interface connection is normal, and enters the CCS charging process.

The CCS forward compatible charging judgment process is shown in Figure 6, and the specific steps are as follows:

S21) When the CCS charger, converter and ChaoJi electric vehicle are not connected, the switch S3 in the charger is a normally closed switch (only for CCS1 chargers), and the initialization of switches S2, S2', Sv and Sv' in the electric vehicle The state is disconnected, the electric vehicle is in dormant state or active state, the monitoring point 2 in the electric vehicle is 0V, and charging is not allowed; the voltage of monitoring point 1 in the charger is 12V, and the voltage of monitoring point PP is 0V, and charging is not allowed.

S22) The converter is connected to the socket of the electric vehicle, the electric vehicle is in a dormant state or active state, the voltage of the monitoring point 2 in the electric vehicle is 0V, and charging is not allowed; the voltage of the monitoring point 1 in the charger is 12V, and the voltage of the monitoring point PP is 0V ( Only available for CCS1 chargers), charging is not allowed.

S23) The charger is completely connected with the converter and the electric vehicle, and the electric vehicle is in a dormant state or active state. At this time, the monitoring point 2 in the electric vehicle is 11.2V, and charging is not allowed; the voltage of the monitoring point 1 in the charger is 11.9V, and monitoring The point PP voltage is 0V (only for CCS1 chargers), charging is not allowed, and the dormant electric vehicle is activated.

S24) The electric vehicle closes the switch Sv, detects that the voltage of monitoring point 3 is 4V, confirms that the CC2 circuit is connected normally, and judges that the type of the connected charger is the European and American CCS system, and the monitoring point 2 in the electric vehicle is 11.2V, and charging is not allowed; charging; The voltage of monitoring point 1 in the machine is 11.9V, and the voltage of monitoring point PP is 1.12V (only for CCS1 chargers), and charging is not allowed.

If the switch Sv is closed, it is detected that the voltage of monitoring point 3 is 6V, the CC2 circuit is confirmed to be connected normally, and it is determined that the type of the connected charger is ChaoJi charger, that is, the converter is not used for charging, step S25 After the charging is ready, both parties start CAN Communication ChaoJi protocol;

If the switch Sv is closed, the voltage of monitoring point 3 is detected to be 2V or 8V, confirm that the CC2 circuit is connected normally, and judge that the type of the connected charger is a charger of another version, and go to the corresponding charging process.

S25) When the electric vehicle closes the switch S2' and Sv', the monitoring point 2 in the electric vehicle is 8.22V, the monitoring point 3 voltage is 5.39V; the monitoring point 1 voltage in the charger is 8.92V, and the monitoring point PP voltage is 1.51V ( Only available for CCS1 chargers), the charging is ready, and both parties start PLC communication.

S26) After the electric vehicle is ready, close the switch S2, the monitoring point 2 in the electric vehicle is 5.27V, the monitoring point 3 voltage is 5.39V; the monitoring point 1 voltage in the charger is 5.97V, and the monitoring point PP voltage is 1.51V (only for CCS1 charger is available); the charging process of both sides of the car pile entering the European and American CCS charging system.

C) China GB 2015 charger.

China GB 2015 charger, when it detects that the voltage of monitoring point 1 is 4.00V, it is considered that it is connected to the electric vehicle normally, and charging is allowed. In order to be compatible with the GB 2015 charger, the equivalent resistance setting is shown in Figure 7.

The resistance value of the equivalent resistance Rc' is 1000Ω, and the resistance value of the equivalent resistance Rc″ is 1500Ω.

The electric vehicle side detects that the voltage of monitoring point 3 is 8V. The electric vehicle confirms that it is connected to the GB 2015 charger. The electric vehicle switches to the GB 2015 circuit and enters the charging process. At this time, the GB 2015 charger detects that the voltage of monitoring point 1 is 4V. , confirm that the interface connection is normal, and enter the GB 2015 charging process.

The GB2015 forward compatible charging judgment process is shown in Figure 8, and the specific steps are as follows:

S31) When the GB 2015 charger, converter, and ChaoJi vehicle are not connected, the switch S in the vehicle plug of the charger is a normally closed switch, and the initialization states of switches S2' and Sv in the electric vehicle are both disconnected, and the switch S2 is set to Position 0, that is, the resistor R4c' or R4 is not connected, the electric vehicle is in the dormant state or active state, the monitoring point 2 in the electric vehicle is 0V, the monitoring point 3 voltage is 0V, and charging is not allowed; the monitoring point 1 voltage in the charger is 6V , charging is not allowed.

S32) The converter is connected to the socket of the electric vehicle, the electric vehicle is in a dormant state or an active state, the voltage of monitoring point 2 in the electric vehicle is 0V, the voltage of monitoring point 3 is 0V, and charging is not allowed; the voltage of monitoring point 1 in the charger is 6V, Charging is not allowed.

S33) The charger is completely connected to the converter and the electric vehicle, the monitoring point 2 in the electric vehicle is 5.97V, the electric vehicle in dormancy is activated, the voltage of the monitoring point 3 is 0V, and charging is not allowed; the voltage of the monitoring point 1 in the charger is 5.97V, charging is not allowed.

S34) The electric vehicle closes the switch Sv, detects that the voltage of monitoring point 3 is 8V, confirms that the CC2 circuit is connected normally, and judges that the type of the connected charger is China GB 2015 system, the monitoring point 2 in the electric vehicle is 5.97V, and charging is not allowed; The voltage of monitoring point 1 in the charger is 5.97V, and charging is not allowed.

If the switch Sv is closed, the voltage of monitoring point 3 is detected to be 6V, it is confirmed that the CC2 loop is connected normally, and it is determined that the type of the connected charger is a ChaoJi charger, that is, the converter is not used for charging, and the process goes to step S37;

If the switch Sv is closed, the voltage of monitoring point 3 is detected to be 2V or 4V, confirm that the CC2 circuit is connected normally, and judge that the type of the connected charger is a charger of another version, and go to the corresponding charging process.

S35) The electric vehicle disconnects the switch Sv, the voltage of monitoring point 3 is 0V, the monitoring point 2 in the electric vehicle is 5.97V, and charging is not allowed; the voltage of monitoring point 1 in the charger is 5.97V, and charging is not allowed.

S36) The electric vehicle puts the switch S2 in position 1, that is, the resistor R4c' is connected in series, the monitoring point 2 in the electric vehicle is 3.99V, and charging is allowed; the voltage of the monitoring point 1 in the charger is 3.99V, and charging is allowed, and both sides of the vehicle pile enter The charging process of the GB 2015 charging system in China.

S37) The electric vehicle closes the switch S2', when it is detected that the voltage of the monitoring point 2 is 8.73V and the charging is ready, the switch S2 is placed in the position 2, that is, the resistor R4 is connected in series, at this time, the voltage of the monitoring point 2 is 5.60V, and the disconnection Turn on the switch Sv, the voltage of monitoring point 3 is 0V; the voltage of monitoring point 1 in the charger is 5.60V; both sides of the car pile enter the charging process of ChaoJi.

To sum up, after the electric vehicle and the charger are connected through the converter, the switch Sv is closed on the electric vehicle side, and the voltage of monitoring point 3 is collected. If the voltage of monitoring point 3 is within the range corresponding to the CHAdeMO charger, the electric vehicle switches to the CHAdeMO charging process, the switch S2 is switched to the connection resistor R4c, and the charger side confirms whether the voltage of monitoring point 1 is reliably connected and allows safe charging If it is within the range, enter the CHAdeMO charging process, otherwise it will alarm. If the voltage of monitoring point 3 is within the range corresponding to the CCS charger, the electric vehicle switches to the CCS charger charging process, closes the switch S2', waits for the charger to be ready for charging, and then switches the switch S2 to the connection resistor R4, and the charger side passes through Confirm whether the voltage of monitoring point 1 is within the range of reliable connection and safe charging. If it is, enter the CCS charging process, otherwise it will alarm. If the voltage of monitoring point 3 is within the range corresponding to the GB 2015 charger, the electric vehicle switches to the charging process of the GB 2015 charger, the switch S2 is switched to the connection resistor R4c', and the charger side confirms whether the voltage of monitoring point 1 is reliable or not. If it is within the range that is connected and allows safe charging, it will enter the GB 2015 charging process, otherwise it will alarm. If the voltage of monitoring point 3 is within the range corresponding to the ChaoJi charger, the electric vehicle switches to the ChaoJi charger charging process, closes the switch S2', waits for the charger to be ready for charging, and then switches the switch S2 to the connection resistor R4, and the charger side passes through Confirm whether the voltage of monitoring point 1 is within the allowable charging range. If so, enter the ChaoJi charging process, otherwise a fault alarm will be issued. If the voltage of monitoring point 3 is not within the corresponding range of CHAdeMO charger, CCS charger, GB 2015 charger and ChaoJi charger, a fault alarm will be issued.

Combining the above converter and vehicle implementation scheme, a vehicle circuit with forward compatibility can be further designed. As shown in Figure 9, monitoring point 3, switch Sv, resistor Rv and power supply U2 (usually 12V are connected in series between the CC2 terminal and the PE terminal). ), the series circuit of resistor Rv' and switch Sv' is connected in parallel with resistor Rv, diode D1, monitoring point 2, resistor R3', switch S2' and resistor R4' are connected in series between CC1 terminal and PE terminal, single pole four throw The moving contact of switch S2 is connected to monitoring point 2, and the four static contacts of the moving contact of the single-pole four-throw switch are respectively floating, connected to resistors R4 (connected to ChaoJi or CCS), R4c (connected to CHAdeMO) and R4c' (connected to GB 2015), resistors R4, R4c and R4c' are connected to the PE terminal. The recommended parameter configuration is shown in Table 2.

Table 2 Recommended parameter configuration table

In the present invention, an equivalent resistance is set on the CC1 loop or/and the CC2 loop. On the electric vehicle side, the type of the charger is determined by monitoring the voltage on the CC2 line, and the charging process is performed according to the type of the charger. On the charger side, by monitoring the CC1 The voltage on the line determines whether the charger is reliably connected to allow safe charging, so that the electric vehicle can be charged with all common chargers on the market, and the forward compatibility of the DC charging control pilot circuit is realized.

As will be appreciated by those skilled in the art, the embodiments of the present application may be provided as a method, a system, or a computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present application. It will be understood that each process and/or block in the flowchart illustrations and/or block diagrams, and combinations of processes and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to the processor of a general purpose computer, special purpose computer, embedded processor or other programmable data processing device to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing device produce Means for implementing the functions specified in a flow or flow of a flowchart and/or a block or blocks of a block diagram.

These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory result in an article of manufacture comprising instruction means, the instructions The apparatus implements the functions specified in the flow or flow of the flowcharts and/or the block or blocks of the block diagrams.

These computer program instructions can also be loaded on a computer or other programmable data processing device to cause a series of operational steps to be performed on the computer or other programmable device to produce a computer-implemented process such that The instructions provide steps for implementing the functions specified in the flow or blocks of the flowcharts and/or the block or blocks of the block diagrams.

The above are only examples of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention are included in the application for pending approval of the present invention. within the scope of the claims.

Claims

A method for forward compatibility of a DC charging control circuit for an electric vehicle, characterized in that it includes:

Connect several equivalent resistors matched with the charger type on the CC1 loop or/and the CC2 loop;

When the CC2 circuit is turned on, the electric vehicle determines the type of the charger according to the monitored CC2 line voltage, and the electric vehicle enters the corresponding charging process; and

The CC1 loop is turned on, and in response to the CC1 line voltage monitored by the charger being within the preset normal range, the charger enters the charging process.
The method for forward compatibility of a DC charging control circuit for an electric vehicle according to claim 1, wherein in response to the CC1 loop being connected with an equivalent resistance, the connection structure of the equivalent resistance is as follows:

Connect the equivalent resistance R′ in parallel between the CC1 line and the PE line of the CC1 loop or/and connect the equivalent resistance R″ in series on the CC1 line of the CC1 loop;

In response to the equivalent resistance connected to the CC2 loop, the connection structure of the equivalent resistance is as follows,

The equivalent resistance Rc' is connected in parallel between the CC2 line and the PE line of the CC2 loop or/and the equivalent resistance Rc" is connected in series on the CC2 line of the CC2 loop.
The method for forward compatibility of a DC charging control circuit for an electric vehicle according to claim 1, characterized in that: in response to the charger being a CHAdeMO charger or a GB 2015 charger, the CC1 loop and the CC2 loop are respectively connected with a type of charger matching the type of the charger. some equivalent resistances.
The method for forward compatibility of a DC charging control circuit for an electric vehicle according to claim 1, wherein in response to the charger being a CCS charger, the CC2 loop is connected with several equivalent resistors matching the type of the charger.
The electric vehicle DC charging control circuit is a forward compatible circuit, characterized in that it includes a CC1 connection line, a CC2 connection line and a PE connection line;

The two ends of the CC1 connecting line are respectively connected to the CC1 connecting line on the electric vehicle side and the CC1 connecting line on the charger side. Connect the PE connection line on the electric vehicle side and the PE connection line on the charger side respectively;

The CC1 connection line, the CC1 connection line on the electric vehicle side, the CC1 connection line on the charger side, the PE connection line, the PE connection line on the electric vehicle side and the PE connection line on the charger side constitute the CC1 circuit. The CC2 connection line, the CC2 connection line on the electric vehicle side, The CC2 connection line on the charger side, the PE connection line, the PE connection line on the electric vehicle side and the PE connection line on the charger side form the CC2 loop;

Several equivalent resistors matching the type of charger are connected to the CC1 loop or/and the CC2 loop.
The forward compatible circuit of the electric vehicle DC charging control circuit according to claim 5 is characterized in that: in response to the CC1 loop being connected with an equivalent resistance, the connection structure of the equivalent resistance is as follows:

Connect the equivalent resistance R′ in parallel between the CC1 line and the PE line of the CC1 loop or/and connect the equivalent resistance R″ in series on the CC1 line of the CC1 loop; among them, the CC1 connection line, the CC1 connection line on the electric vehicle side and the charging The CC1 connection line on the machine side forms the CC1 line, and the PE connection line, the PE connection line on the electric vehicle side and the PE connection line on the charger side form the PE line;

In response to the equivalent resistance connected to the CC2 loop, the connection structure of the equivalent resistance is as follows,

Connect the equivalent resistance Rc' in parallel between the CC2 line and the PE line of the CC2 loop or/and connect the equivalent resistance Rc" in series on the CC2 line of the CC2 loop; among them, the CC2 connection line, the CC2 connection line on the electric vehicle side and the charging The CC2 connection line on the machine side constitutes the CC2 line.
The forward compatible circuit of the electric vehicle DC charging control circuit according to claim 6, characterized in that: in response to the CC1 loop being connected with an equivalent resistance, the connection structure of the equivalent resistance is as follows:

Connect the equivalent resistance R′ in parallel between the CC1 connection line and the PE connection line or/and connect the equivalent resistance R″ in series on the CC1 connection line;

In response to the equivalent resistance connected to the CC2 loop, the connection structure of the equivalent resistance is as follows,

An equivalent resistance Rc' is connected in parallel between the CC2 connection line and the PE connection line or/and an equivalent resistance Rc" is connected in series on the CC2 connection line.
The forward compatible circuit of the electric vehicle DC charging control circuit according to claim 5 or 7, wherein in response to the charger being a CHAdeMO charger, the electric vehicle DC charging control circuit forward compatible circuit further comprises a CP connection line , the two ends of the CP connection line are respectively connected to the CC2 connection line on the electric vehicle side and the CP connection line on the charger side, and an equivalent resistance Rd is connected in series on the CP connection line.
The electric vehicle DC charging control circuit forward compatible circuit according to claim 5, characterized in that: in response to the charger being a CHAdeMO charger or a GB 2015 charger, the CC1 loop and the CC2 loop are respectively connected with a type of charger matching the type of the charger. some equivalent resistances.
The forward compatible circuit of the electric vehicle DC charging control circuit according to claim 5, characterized in that: in response to the charger being a CCS charger, the CC2 loop is connected with several equivalent resistors matching the type of the charger.
The converter is characterized by comprising the circuit according to claim 7 or 8, and the converter is connected between the vehicle socket on the electric vehicle side and the vehicle plug on the charger side.