QC/T 842-2010 PDF English
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QC/T 842-2010: Communication protocols between battery management system and off-board charger for electric vehicles
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QC
AUTOMOTIVE INDUSTRY STANDARD
ICS 43.080
T 47
Communication Protocols between Battery
Management System and Off-board Charger for
Electric Vehicles
Issued on. NOVEMBER 22, 2010
Implemented on. MARCH 1, 2011
Issued by. Ministry of Industry and Information Technology of the
People's Republic of China
Table of Contents
Foreword... 5
1 Scope... 6
2 Normative References... 6
3 Terms and Definitions... 7
4 Physical Layer Interface... 8
5 Data Link Layer... 8
6 Charging Process... 10
Annex A (Normative) Format and Content of Application Layer Messages
... 13
Annex B (Informative) Charging Flow Charts... 27
Foreword
The data frame format of this Standard is specified in CAN Bus Technical
Specifications 2.0 issued in September, 1991.
Annex A of this Standard is normative; Annex B is informative.
This Standard was proposed by and shall be under the jurisdiction of the National
Technical Committee of Auto Standardization.
The drafting organizations of this Standard. Tianjin Qingyuan Electric Vehicle Co., Ltd.,
China Automotive Technology & Research Center, Shenzhen BYD Co., Ltd., Chery
Automobile Co., Ltd., Beijing Institute of Technology, Beijing Jiaotong University,
Institute of Electrical Engineering Chinese Academy of Science and China Electronics
Technology Group Corporation No. 10 Research Institute.
The main drafters of this Standard. Zhao Chuning, Zhou Nenghui, Meng Xiangfeng,
Zhang Guangxiu, Wang Zhenpo, Jiang Jiuchun, Zhang Jianhua, Xiao Chengwei, Wang
Lifang, Li Lei, Fang Yunzhou and Wang Fang.
Communication Protocols between Battery
Management System and off-board Charger for
Electric Vehicles
1 Scope
This Standard specifies communication protocols between battery management
system (hereinafter referred to as BMS) and off-board charger (hereinafter referred to
as charger) for electric vehicles.
This Standard applies to off-board charging for electric vehicles.
CAN identifier of this Standard is 29 bits, and communication baud rate is 250 kbps,
but this Standard is not limited to 29-bit identifier and 250 kbps communication baud
rate. If other formats are used, their CAN identifier shall be made by reference to this
Standard.
Data transmission of this Standard is by the format of low bits transmitted first.
Negative current value represents charging; positive current value represents
discharging.
2 Normative References
The provisions in the following documents become part of this Part through reference
in this Standard. For dated documents, the subsequent amendments (excluding
corrigenda) or revisions do not apply to this Standard. However, all parties who enter
into agreement based on this Standard are encouraged to study whether the latest
versions of these documents are applicable. For undated documents, the latest
versions apply to this Standard.
ISO 11898-1.2006, Road Vehicles – Controller Area Network (CAN) – Part 1.Data
Link Layer and Physical Signalling
SAE J1939-11.2006, Recommended Practice for a Serial Control and
Communications Vehicle Network – Part 11.Physical Layer, 250K bits/s, Twisted
Shielded Pair
3 Terms and Definitions
For the purpose of this Standard, the following terms and definitions apply.
3.1
frame
a series of data bits constituting a complete message
3.2
identifier
identification section of CAN arbitration field
3.3
CAN data frame
necessary bit fields constituting CAN protocols, started from start of frame (SOF)
ended at end of frame (EOF)
3.4
start of frame (SOF)
first data bit representing the start of frame in CAN data frame
3.5
end of frame (EOF)
a 7-bit field representing the end of frame in CAN data frame
4 Physical Layer Interface
4.1 The Physical layer realizes the electric connection in the network between BMS
and charger
4.2 A CAN interface independent to the power assembly control system is preferred
for the communications between BMS and charger.
5 Data Link Layer
5.1 General
Data link layer provides reliable data transmission between physical connections.
5.2 Frame format
As shown in Figure 1, the CAN extended data frame is divided into different bit fields,
where the arbitration field which has a 29-bit identifier, including an11-bit basic identifier
and an 18-bit identifier extension. The CAN data frame format of this Standard is
referred to SAE J1939-21; and the 29-bit identifier of the arbitration field is further
defined.
5.4 Address assignment
In the network adopting this Standard, the address is used to ensure the uniqueness
of identifiers and indicate the source of messages. The source address of BMS and
charger is defined to be a non-configurable address, ie.
6 Charging Process
6.1 General rules
The whole charging process includes four phases. handshake phase, configuration
phase, charging phase and charging termination phase.
6.2 Handshake phase
After the physical connection between BMS and charger is completed and electrified,
and that the manual setting of CAN identifier format and communication baud rate is
completed, the BMS and charger enter the handshake phase.
6.3 Configuration phase
After the handshake phase, the BMS and charger enter the configuration phase.
During the phase, the charger sends the message of its maximum output capacity to
the BMS; then the BMS judges whether charging can be done in accordance with the
maximum output capacity of the charger.
6.4 Charging phase
After the configuration phase, the BMS and charger enter the charging phase. During
the whole charging phase, the BMS controls the whole charging process by sending
in real time the battery charging level requirements to the charger.
6.5 Charging termination phase
After the BMS and charger terminates charging, both sides enter the charging
termination phase. During the phase, the BMS sends the charging statistical data of
the whole charging process to the charger, including.
Annex A
(Normative)
Format and Content of Application Layer Messages
A.1 Handshake phase
QC/T 842-2010
QC
AUTOMOTIVE INDUSTRY STANDARD
ICS 43.080
T 47
Communication Protocols between Battery
Management System and Off-board Charger for
Electric Vehicles
Issued on. NOVEMBER 22, 2010
Implemented on. MARCH 1, 2011
Issued by. Ministry of Industry and Information Technology of the
People's Republic of China
Table of Contents
Foreword... 5
1 Scope... 6
2 Normative References... 6
3 Terms and Definitions... 7
4 Physical Layer Interface... 8
5 Data Link Layer... 8
6 Charging Process... 10
Annex A (Normative) Format and Content of Application Layer Messages
... 13
Annex B (Informative) Charging Flow Charts... 27
Foreword
The data frame format of this Standard is specified in CAN Bus Technical
Specifications 2.0 issued in September, 1991.
Annex A of this Standard is normative; Annex B is informative.
This Standard was proposed by and shall be under the jurisdiction of the National
Technical Committee of Auto Standardization.
The drafting organizations of this Standard. Tianjin Qingyuan Electric Vehicle Co., Ltd.,
China Automotive Technology & Research Center, Shenzhen BYD Co., Ltd., Chery
Automobile Co., Ltd., Beijing Institute of Technology, Beijing Jiaotong University,
Institute of Electrical Engineering Chinese Academy of Science and China Electronics
Technology Group Corporation No. 10 Research Institute.
The main drafters of this Standard. Zhao Chuning, Zhou Nenghui, Meng Xiangfeng,
Zhang Guangxiu, Wang Zhenpo, Jiang Jiuchun, Zhang Jianhua, Xiao Chengwei, Wang
Lifang, Li Lei, Fang Yunzhou and Wang Fang.
Communication Protocols between Battery
Management System and off-board Charger for
Electric Vehicles
1 Scope
This Standard specifies communication protocols between battery management
system (hereinafter referred to as BMS) and off-board charger (hereinafter referred to
as charger) for electric vehicles.
This Standard applies to off-board charging for electric vehicles.
CAN identifier of this Standard is 29 bits, and communication baud rate is 250 kbps,
but this Standard is not limited to 29-bit identifier and 250 kbps communication baud
rate. If other formats are used, their CAN identifier shall be made by reference to this
Standard.
Data transmission of this Standard is by the format of low bits transmitted first.
Negative current value represents charging; positive current value represents
discharging.
2 Normative References
The provisions in the following documents become part of this Part through reference
in this Standard. For dated documents, the subsequent amendments (excluding
corrigenda) or revisions do not apply to this Standard. However, all parties who enter
into agreement based on this Standard are encouraged to study whether the latest
versions of these documents are applicable. For undated documents, the latest
versions apply to this Standard.
ISO 11898-1.2006, Road Vehicles – Controller Area Network (CAN) – Part 1.Data
Link Layer and Physical Signalling
SAE J1939-11.2006, Recommended Practice for a Serial Control and
Communications Vehicle Network – Part 11.Physical Layer, 250K bits/s, Twisted
Shielded Pair
3 Terms and Definitions
For the purpose of this Standard, the following terms and definitions apply.
3.1
frame
a series of data bits constituting a complete message
3.2
identifier
identification section of CAN arbitration field
3.3
CAN data frame
necessary bit fields constituting CAN protocols, started from start of frame (SOF)
ended at end of frame (EOF)
3.4
start of frame (SOF)
first data bit representing the start of frame in CAN data frame
3.5
end of frame (EOF)
a 7-bit field representing the end of frame in CAN data frame
4 Physical Layer Interface
4.1 The Physical layer realizes the electric connection in the network between BMS
and charger
4.2 A CAN interface independent to the power assembly control system is preferred
for the communications between BMS and charger.
5 Data Link Layer
5.1 General
Data link layer provides reliable data transmission between physical connections.
5.2 Frame format
As shown in Figure 1, the CAN extended data frame is divided into different bit fields,
where the arbitration field which has a 29-bit identifier, including an11-bit basic identifier
and an 18-bit identifier extension. The CAN data frame format of this Standard is
referred to SAE J1939-21; and the 29-bit identifier of the arbitration field is further
defined.
5.4 Address assignment
In the network adopting this Standard, the address is used to ensure the uniqueness
of identifiers and indicate the source of messages. The source address of BMS and
charger is defined to be a non-configurable address, ie.
6 Charging Process
6.1 General rules
The whole charging process includes four phases. handshake phase, configuration
phase, charging phase and charging termination phase.
6.2 Handshake phase
After the physical connection between BMS and charger is completed and electrified,
and that the manual setting of CAN identifier format and communication baud rate is
completed, the BMS and charger enter the handshake phase.
6.3 Configuration phase
After the handshake phase, the BMS and charger enter the configuration phase.
During the phase, the charger sends the message of its maximum output capacity to
the BMS; then the BMS judges whether charging can be done in accordance with the
maximum output capacity of the charger.
6.4 Charging phase
After the configuration phase, the BMS and charger enter the charging phase. During
the whole charging phase, the BMS controls the whole charging process by sending
in real time the battery charging level requirements to the charger.
6.5 Charging termination phase
After the BMS and charger terminates charging, both sides enter the charging
termination phase. During the phase, the BMS sends the charging statistical data of
the whole charging process to the charger, including.
Annex A
(Normative)
Format and Content of Application Layer Messages
A.1 Handshake phase
......
Source: Above contents are excerpted from the full-copy PDF -- translated/reviewed by: www.ChineseStandard.net / Wayne Zheng et al.
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