GB/T 27930-2023Digital communication protocols between off-board conductive charger and electric vehicle (English PDF)

Foreword

This document was drafted in accordance with the provisions of GB/T 1.1-2020 "Directives for standardization - Part 1: Rules for the structure and drafting of standardizing documents".

This document replaces GB/T 27930-2015 "Communication protocols between offboard conductive charger and battery management system for electric vehicle". Compared with GB/T 27930-2015, in addition to structural adjustments and editorial changes, the main technical changes are as follows:

a) MODIFY the scope of the document (see Chapter 1; Chapter 1 of the 2015 edition);

b) ADD the abbreviations (see Chapter 4);

parameters such as voltage, current and temperature, whilst the BMS manages the entire charging process" (see 4.2 of the 2015 edition). MODIFY the number of nodes on the communication bus (see 5.2; 4.3 of the 2015 edition). ADD the processing requirements for different current values (see 5.4). ADD the processing method for messages not specified in this document (see 5.5). ADD a conversion relationship between data values and physical quantities (see 5.6);

d) ADD the provisions for physical layer shielded twisted pairs, unshielded twisted pairs, terminal resistors (see Chapter 6);

e) ADD the requirements for the sending interval time between data frames of the transmission protocol function (see 7.5);

f) DELETE the requirement to “use ‘request PGN’ to proactively obtain parameter groups of other nodes” (see 7.3 of the 2015 edition). MODIFY the parameter group modifications and new requirements (see 8.6; 7.7 of the 2015 edition). MODIFY the requirements for sending mandatory and optional items (see 8.7; 7.9 of the 2015 edition). DELETE the requirements for fault diagnosis systems (see 7.8 of the 2015 edition). MPDIFY the message transmission length and the setting requirements of undefined bits (see 8.8; 7.10 of the 2015 edition). ADD the definition of "untrusted status" (see 8.9);

g) MODIFY the process description of each communication phase (see 10.1, 10.2, h) ADD the definition of EVIN code (see 11.1.4), the definition of charging termination message (see 11.3.8, 11.3.9), the definition of error message (see 11.5.1, 11.5.2), the definition of "maximum allowable total charging voltage" (see 11.1.2, 11.2.1), the definition of "PGN1536 vehicle charging parameter message (BCP)" (see 11.2.1), the definition of "PGN2048 charger maximum output capability message (CML)" (see 11.2.3);

i) DELETE the charging working status transition (see A.1 of the 2015 edition).

j) DELETE the "Charger and BMS fault diagnosis message" (see Appendix B of the k) DELETE the “Charging process troubleshooting methods” (see Appendix C of l) MODIFY the conditions for starting and ending sending messages (see Appendix B; Appendix D of the 2015 edition);

m) ADD new communication protocol framework content (see Chapter 12 ~ Chapter 17, Appendix C ~ Appendix N).

Please note that some content in this document may be subject to patents. The publisher of this document assumes no responsibility for identifying patents.

This document was proposed by AND shall be under the jurisdiction of the China Electricity Council.

Drafting organizations of this document: State grid Electric Power Research Institute Co., Ltd., China Electricity Council, State grid Corporation of China, Nari Group Co., Ltd., Qingdao Haihuide Electric Co., Ltd., Xi'an Lingchong Chuangxiang New Energy Technology Co., Ltd., Wanbang Digital Energy Co., Ltd., Volkswagen (China) Investment Co., Ltd., State grid Smart Internet of Vehicles Technology Co., Ltd., Xu Ji Group Co., Ltd., Beijing New Energy Vehicle Co., Ltd., Shenzhen Aotexun Electric Power Equipment Co., Ltd., Daimler Greater China Investment Co., Ltd., BMW (China) Service Co., Ltd., China Electric Power Research Institute Co., Ltd., Putian New Energy Co., Ltd., Shenzhen Yonglian Technology Co., Ltd., Changyuan Shenrui Relay Automation Co., Ltd., Beijing Xiaoju New Energy Automobile Technology Co., Ltd., Teledian New Energy Co., Ltd., Shell (China) Co., Ltd., State Grid Shandong Electric Power Co., Ltd., Beijing Shengke Energy Technology Co., Ltd., State Grid Beijing Electric Power Co., Ltd., State grid Jiangsu Electric Power Co., Ltd., Shenzhen Infiyuan Technology Co., Ltd.

The main drafters of this document: Li Xuling, Ni Feng, Wu Bin, Liu Bowen, Fu Jing, Shen Dingshen, Yu Shiyou, Geng Qunfeng, Zhao Lvhua, Ding Qiao, Gan Haiqing, Zhao Hui, He Xuefeng, Zhang Xuan, Xu Qingsong, Zhu Xiaoqiang, Huang Shuai, Chen Xiaonan, Qian Jindu, Wu Xiaowei, Zhao Liang, Bai Ou, Pan Jingyi, Zhao Ying, Wang Hui, Hu Qiang, Qiu Peng, Liang Xiaofang, Zhang Jinlei, Meng Fanti, Qin Shuai, Wang Zhiheng, Wang Fengnen, Jiang Linzhen, Liu Jin Hai, Zhao Haizhou, Liu Lei, Ruan Wenjun.

- This is the second revision.

1 Scope

This document specifies the definitions and requirements of the controller area network (CAN)-based communication physical layer, data link layer, transport layer, application layer, between the off-board conductive charger's (hereinafter referred to as "charger") equipment communication controller (SECC) and electric vehicle communication controller (EVCC).

This document applies to the communication -between the charger or the charger & discharger using charging mode 4 and the electric vehicle. It also applies to the communication -between the charger or charger & discharger and the electronic control unit of the electric vehicle with charging control function. Electric vehicle communication controllers include but are not limited to battery management systems (BMS), as well as in-vehicle systems that need to communicate with the charger to achieve other special functions.

Chapters 5 ~ 11 of this document apply to the charging system, which is specified in Appendix B of GB/T 18487.1-2023 (hereinafter referred to as “category A system"). Chapters 101 ~ 106 apply to the charging system, which is specified in Appendix C of GB/T 18487.1-2023, as well as the charging & discharging system, which is defined in Appendix E (hereinafter referred to as "category B system").

"Vehicle" in this document specifically refers to “electric vehicle”.

2 Normative references

The contents of the following documents constitute essential provisions of this document through normative references in the text. Among them, for dated reference documents, only the version corresponding to the date applies to this document; for undated reference documents, the latest version (including all amendments) applies to this document.

3 Terms and definitions

The terms and definitions. as defined in GB/T 19596, GB/T 29317, GB/T 18487.1, as well as the following terms and definitions, apply to this document.

4 Abbreviations

The following abbreviations apply to this document.

5 General principles of category A systems

5.2 The CAN communication network, between the charger and the vehicle, shall be composed of two nodes: the charger and the vehicle. In order to achieve the compatibility solution of Appendix G of GB/T 18487.1-2023, adaptor nodes can be added to the communication network; however, between each node, there shall be no conflicts in addresses, PGNs, etc. 5.3 Data information transmission adopts the format of low byte sent first. 5.4 The current value during vehicle charging is negative. In public stations, when the vehicle/charger receives a charging current value, which is outside the range of -400 A ~ 0 A, the charging process shall be exited. In private stations, the charger and vehicle can be subject to the negotiation, according to private agreement. 5.5 In public stations, messages not specified in this document shall not appear on the communication network, between chargers and vehicles. […]

6 Category A system physical layer

The CAN communication bus network's physical layer, which is used in this document, shall comply with the requirements in SAE J1939-11:2006 or SAE J1939-15:2018. In this document, the communication between the charger and the vehicle shall use an independent CAN bus; the communication rate between the charger and the vehicle adopts 250 kbit/s. The shielded twisted pair shall meet the requirements of Table 7 in SAE J1939-11:2006; the unshielded twisted pair shall meet the requirements of Table 2 in SAE J1939-11:2006; the terminal resistance shall meet the requirements of 5.2.3 in SAE J1939-11:2006.

Note: In special occasions with harsh communication environments (such as commercial vehicle charging stations with long communication distances), the communication rate of 50 kbit/s is adopted, after agreement between the equipment manufacturer and the vehicle manufacturer.

7 Category A system data link layer

8 Category A system application layer

8.2 Use PGN to number the parameter group. Each node identifies the content of the messages is established and closed, through the connection management capability of the transmission protocol function. See the provisions of 7.5 of this document. 8.3 Use periodic sending and event-driven methods to send data. 8.4 If multiple PGN data need to be sent to implement a function, all the defined multiple PGN messages must be received, to determine whether the function is successfully sent. 8.5 When defining a new parameter group, try to put parameters with the same function, parameters with the same or similar transmission cycle, parameters belonging to the same subsystem in the same parameter group. At the same time, the new parameter group must make full use of the data width in 8 bytes; try to put related parameters in the same group; consider extendibility; […]

9 Overall charging process of category A system

The entire charging process includes six phases: physical connection completion, lowvoltage auxiliary power-on, charging handshake phase, charging parameter configuration phase, charging phase, charging end phase, as shown in Figure 1. After the physical connection and the low-voltage auxiliary power-on is completed, the two parties start communication. At each phase of communication, if the charger and the vehicle do not receive each other's message OR do not receive the correct message within the specified time, it is determined to be timeout (timeout means that the other party's complete data packet or correct data packet is not received within the specified time), the communication process shall comply with the requirements of Appendix A. When a timeout occurs, the vehicle or charger sends an error message specified in 10.5. The charging end process shall comply with the relevant provisions of B4.6 and B4.7 in GB/T 18487.1-2023. […]

10 Message classification of category A system

11 Message format and content of category A system