GB/T 27930-2015 (GBT 27930-2015)

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GB/T 27930-2015
GB
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 29.200
K 81
Replacing GB/T 27930-2011
Communication Protocols between Off-Board Conductive
Charger and Battery Management System for Electric
Vehicle
ISSUED ON. DECEMBER 28, 2015
IMPLEMENTED ON. JANUARY 1, 2016
Issued by. General Administration of Quality Supervision, Inspection
and Quarantine;
Standardization Administration of the People's Republic of
China.
Table of Contents
Foreword ... 3 
1 Scope ... 5 
2 Normative References ... 5 
3 Terms and Definitions ... 6 
4 General ... 8 
5 Physical Layer ... 8 
6 Data Link Layer ... 8 
7 Application Layer ... 10 
8 Overall Charging Procedure ... 11 
9 Message Classification ... 12 
10 Format and Content of Message ... 14 
Appendix A (Informative) Charging Process ... 33 
Appendix B (Informative) Charger and BMS Fault Diagnosis Messages ... 50 
Appendix C (Informative) Charging Process Fault Handling Mode ... 54 
Appendix D (Informative) Conditions for Starting and Suspending Sending Messages
... 56 
Foreword
This standard is drafted in accordance with the rules given in GB/T 1.1-2009.
This standard replaces GB/T 27930-2011 Communication Protocols between
Off-board Conductive Charger and Battery Management System for Electric Vehicle.
In addition to editorial changes, it mainly differs from GB/T 27930-2011, in the
following technical changes.
— "The charger and BMS conforming to this standard should be capable of
forward compatibility" is specified in 4.6;
— Communication rate is increased by 50kbit/s in bad communication environment
(see Chapter 5);
— "All bits of options are delivered as specified in this standard or filled with 1; the
invalid bit or field not specified in this standard is filled with 1" is specified in 7.9;
— Overview flowchart is changed (see Chapter 8);
— Communication handshake message BHM and CHM are added in 9.1;
— 8bytes are reserved for BRM (see 10.1.4);
— CML is given minimum charging current field (see 10.2.3);
— CCS is given charging suspension field (see 10.3.3);
— Reasons for BMS's suspending charging failure are added (see 10.3.8);
— Charging sequence flow chart is added (see A.2);
— Failure process modes in charging are added (see Appendix C);
— Start and suspension conditions for message transmission are added (see
Appendix D).
This standard is proposed by and shall be under the jurisdiction of China Electricity
Council.
Drafting organizations of this standard. State Grid Corporation of China, China Energy
Engineering Group Guangdong Electric Power Design Institute, Nanjing Nari Group
Corporation, China Automotive Technology & Research Center.
Participating drafting organizations of this standard. China Electricity Council, Xuji
Group Corporation, China Electric Power Research Institute, Shenzhen Auto Electric
Power Plant Co., Ltd., BYD Auto Industry Company Limited, BYD Daimler New
Communication Protocols between Off-Board Conductive
Charger and Battery Management System for Electric Vehicle
1 Scope
This standard specifies the definitions of physical layer, data link layer and application
layer of the Control Area Network (CAN)-based communication between off-board
conductive charger (hereinafter referred to as "charger") and battery management
system (hereinafter referred to as "BMS") for electric vehicle.
This standard is applicable to the communication between charger and BMS of
charging mode 4 specified in GB/T 18487.1 or that between charger and vehicle
control units having charging control function.
2 Normative References
The following documents for the application of this document are essential. For dated
references, only the edition cited applies. For undated references, the latest edition
(including any amendment) applies.
GB/T 19596 Terminology of Electric Vehicles
GB/T 18487.1 Electric Vehicle Conductive Charging System - Part 1.
General Requirements
ISO 11898-1.2003 Road Vehicle Control Area Network (CAN) - Part 1. Data
Link Layer and Physical Signaling
SAE J1939-11.2006 Recommended Practice for Serial Control and
Communication Vehicle Network - Part 11. Physical Layer -
250 K bits/s, Twisted Shielded Pair
SAE J1939-21.2006 Recommended Practice for Serial Control and
Communication Vehicle Network - Part 21. Data Link Layer
SAE J1939-73.2006 Recommended Practice for Serial Control and
Communication Vehicle Network - Part 73. Application
Layer - Diagnostics)
3 Terms and Definitions
For the purposes of this standard, the terms and definitions given in GB/T 19596 AND
SAE J1939 and the following apply.
3.1
Frame
Set of consecutive data bits constituting a complete information.
3.2
CAN data frame
Ordered bit fields necessary for the CAN protocol for data transmission, starting from
the Start of Frame (SOF) and stopping at the End of Frame (EOF).
3.3
Messages
One or more "CAN data frames" having the same parameter group number.
3.4
Identifier
A symbol which establishes the identity of CAN arbitration field.
3.5
Standard frame
One of CAN data frame which adopts 11-bit identifier defined in CAN 2.0B
specifications.
3.6
Extended frame
One of CAN data frame which adopts 29-bit identifier defined in CAN 2.0B
specifications.
3.7
Priority
4 General
4.1 The communication network between charger and BMS adopts CAN 2.0B
communication protocol. The charging process refers to Appendix A.
4.2 During the charging, the charger and BMS monitor such parameters as voltage,
current and temperature meanwhile BMS shall manage the whole charging process.
4.3 CAN communication network between charger and BMS shall be composed of
two nodes, i.e. charger and BMS.
4.4 Data information is transported in the priority of low byte.
4.5 Positive current represents discharging while negative current represents
charging.
4.6 Charger and BMS conforming to this standard should be capable of forward
compatibility.
5 Physical Layer
Physical Layer conforming to this standard shall refer to ISO 11898-1.2003 and SAE
J1939-11. 2006. The communication between charger and BMS in this standard shall
use the CAN interface independent to power assembly control system. The
communication rate between charger and BMS may choose 250 kbit/s.
Note. 50 kbit/s communication rate may be adopted as agreement between power equipment manufacturer and
electric vehicles manufacturer in the bad communication environment (for example commercial vehicle charging
station with longer communication distance).
6 Data Link Layer
6.1 Frame format
Equipment complying with this standard shall use 29-bit identifier of CAN extended
frame, and the corresponding definition of each specific bit allocation shall meet the
requirements as given in SAE J1939-21.2006.
6.2 Protocol data unit (PDU)
Each CAN data frame contains a single protocol data unit (PDU), as detailed in Table
1. The protocol data unit is composed of seven parts which respectively are priority,
reserved bit, data page, PDU format, specific PDU, source address and data field.
Table 2 Address Allocation of Charger And BMS
Device Preferred address
Charger 86(56H)
BMS 244(F4H)
6.7 Message type
Technical specification for CAN-bus supports five types of information which
respectively are command, request, broadcast /response, confirmation and group
function. The specific definition shall comply with the requirements on message types
as given in 5.4 of SAE J1939-21.2006.
7 Application Layer
7.1 The application layer is defined in manner of parameters and parameter group.
7.2 Parameter group is numbered by PGN, and each node identifies the content of
data packet according to PGN.
7.3 "Request PGN" is used to actively obtain the parameter groups of other nodes.
7.4 Data are transported in the form of periodical transport and event-driven mode.
7.5 In case that multiple PGN data need to be transmitted in order to realize one
function, it requires receiving multiple PGN messages of this definition to judge the
successful transmission of this function.
7.6 When defining new parameter group, the parameters of one function, the
parameters of the same or similar refresh frequency and the parameters belonging to
one subsystem shall be put into one parameter group as much as possible;
meanwhile, on one hand the new parameter group shall make the best of the data
width of 8 bytes and the relevant parameters shall be put into one group as much as
possible, and on the other hand the expansibilit...