Maintenance rescue interface system, vehicle energy system, child-mother vehicle energy sharing system and vehicle state control method

Abstract

The invention provides a maintenance rescue interface system, a vehicle energy system, a child-mother vehicle energy sharing system and a vehicle state control method, and relates to the field of new energy vehicles. The maintenance and rescue interface system is arranged on any one of a child vehicle and a mother vehicle and comprises a maintenance and rescue change-over switch, a maintenance and rescue controller and a maintenance and rescue interface, wherein the maintenance and rescue change-over switch and the maintenance and rescue controller are arranged in the vehicle, and the maintenance and rescue interface is arranged outside the vehicle; the maintenance and rescue change-over switch is connected with a maintenance and rescue controller, the maintenance and rescue controller and a power battery system on the vehicle are both in communication connection with a vehicle control unit on the vehicle, and the power battery system and the maintenance and rescue controller are connected with a high-voltage power supply interface and a low-voltage communication interface of the maintenance and rescue interface respectively; and the high-voltage power supply interface and the low-voltage communication interface of the maintenance rescue interface are respectively used for connecting high-voltage power supply interfaces and low-voltage communication interfaces on maintenance rescue interfaces of other vehicles. Therefore, energy sharing of the two vehicles can be rapidly achieved, and the method is suitable for diversified scenes.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicles, and specifically, to a maintenance and rescue interface system, a vehicle energy system, a parent-child vehicle energy sharing system, and a vehicle status control method. Background Art

[0002] With the increasing popularity of new energy vehicles, range anxiety and insufficient or inconvenient charging infrastructure are key bottlenecks hindering user experience. Especially for long-distance travel, remote areas, or emergency scenarios, vehicle-to-vehicle power sharing technology is seen as a potential solution to improve overall range and flexibility. However, achieving safe, efficient, and convenient vehicle-to-vehicle power transmission, especially in dynamic or complex environments, has always been a technical challenge.

[0003] To meet the above needs, existing technologies such as CN108312868B propose an electric vehicle power sharing system based on an aircraft. The core of the solution is to use an aircraft docked on two electric vehicles and the power transmission connectors it carries, and connect the power transmission connectors on the two aircraft through wires to realize power transmission between the two electric vehicles.

[0004] However, in the existing technology, aircraft serve as mobile connectors and wires serve as transmission channels, which are highly dependent on aerial equipment. This leads to high system complexity, poor environmental adaptability, and difficulty in ensuring reliability. More importantly, the solution lacks the necessary intelligent collaborative control mechanism and cannot effectively support key requirements such as automated high-voltage connection between vehicles (especially in the parent-child scenario), real-time synchronization of charging and discharging status, and safety protection. In particular, for the collaborative operation scenario of parent-child vehicles, the existing technology has failed to solve its unique core problems such as dynamic expansion of cruising range, efficient charging collaborative scheduling, and reasonable allocation of charging and discharging control rights. Summary of the Invention

[0005] The purpose of the embodiments of the present application is to provide a maintenance and rescue interface system, a vehicle energy system, a parent-child vehicle energy sharing system, and a vehicle status control method to solve problems such as dynamic expansion of cruising range, coordinated charging scheduling, and reasonable allocation of charging and discharging control rights.

[0006] In order to achieve the above objectives, the technical solutions adopted in the embodiments of the present application are as follows: In the first aspect, an embodiment of the present application provides a maintenance and rescue interface system, which is arranged on any vehicle in a mother-and-child vehicle, and the maintenance and rescue interface system includes: a maintenance and rescue switching switch and a maintenance and rescue controller arranged in the vehicle, and a maintenance and rescue interface arranged outside the vehicle; the maintenance and rescue switching switch is connected to the maintenance and rescue controller, and the maintenance and rescue controller and the power battery system on the vehicle are both communicatively connected to the vehicle controller on the vehicle, and the power battery system and the maintenance and rescue controller are respectively connected to the high-voltage power supply interface and the low-voltage communication interface of the maintenance and rescue interface; the high-voltage power supply interface and the low-voltage communication interface of the maintenance and rescue interface are respectively used to connect to the high-voltage power supply interface and the low-voltage communication interface on the maintenance and rescue interface of other vehicles.

[0007] In the second aspect, an embodiment of the present application provides a vehicle energy system, which is arranged in any vehicle in a mother-and-child vehicle, and the vehicle energy system includes at least: the maintenance and rescue interface system, power battery system and vehicle controller described in the first aspect, which are arranged on the vehicle body; the vehicle controller is communicatively connected to the power battery system, and the maintenance and rescue switching switch in the maintenance and rescue interface system is also connected to the vehicle controller.

[0008] In the third aspect, an embodiment of the present application provides an energy sharing system between a mother vehicle and a child vehicle, comprising at least: a vehicle energy system arranged on a mother vehicle, and a vehicle energy system arranged on a child vehicle, wherein the maintenance and rescue interface in the maintenance and rescue interface system in the vehicle energy system of the mother vehicle is connected to the maintenance and rescue interface in the maintenance and rescue interface system in the vehicle energy system on the child vehicle, wherein the vehicle energy system of the mother vehicle and the vehicle energy system on the child vehicle are both the vehicle energy systems described in the second aspect above.

[0009] In the fourth aspect, an embodiment of the present application provides a vehicle status control method, which is applied to the vehicle energy system on any vehicle in the mother-child vehicle, and the vehicle energy system is the vehicle energy system described in the second aspect above; the method includes: if the maintenance and rescue controller of the vehicle receives a pressing signal of the maintenance and rescue switching switch in the vehicle energy system of the vehicle, the maintenance and rescue controller of the vehicle sends a heartbeat signal through the low-voltage communication interface of the rescue maintenance interface; wherein, the maintenance and rescue controller of the vehicle is the maintenance and rescue controller in the maintenance and rescue interface system in the vehicle energy system of the vehicle on any vehicle; if the maintenance and rescue controller of the vehicle receives a pressing signal of the maintenance and rescue switching switch in the vehicle energy system of the vehicle, the maintenance and rescue controller of the vehicle sends a heartbeat signal through the low-voltage communication interface of the rescue maintenance interface; When the low-voltage communication interface of the rescue and maintenance interface receives the heartbeat feedback signal fed back by the maintenance and rescue controller of the other vehicle, the maintenance and rescue controller of the vehicle determines that the state of the rescue and maintenance interface is a two-way connection state; the maintenance and rescue controller of the vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle sets the other vehicle to a controlled state; if the maintenance and rescue controller of the vehicle receives the control feedback fed back by the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the vehicle sets the vehicle to a master control state.

[0010] Optionally, before the maintenance and rescue controller of the vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the method also includes: the maintenance and rescue controller of the vehicle receives the working status of the power battery system on the other vehicle sent by the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface; the maintenance and rescue controller of the vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, including: if the working status of the power battery systems on the other vehicle and the vehicle are both in a low-voltage working state and an uncharged state, then the maintenance and rescue controller of the vehicle sends the control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface.

[0011] Optionally, the method also includes: if the state of the rescue and maintenance interface is a non-bidirectional connection state, and only the working state of the power battery system of the vehicle is a low-voltage working state, then the maintenance and rescue controller of the vehicle sends a release control message to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle puts the other vehicle into an automatic control state; if the maintenance and rescue controller of the vehicle receives the release control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, then the maintenance and rescue controller of the vehicle puts the vehicle into an automatic control state control state; or, if the state of the rescue and maintenance interface is a non-bidirectional connection state, and either the power battery system of the vehicle and the other vehicle has a charging demand, the maintenance and rescue controller of the vehicle sends a release control message to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle puts the other vehicle into an automatic control state; if the maintenance and rescue controller of the vehicle receives the release control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the vehicle puts the vehicle into an automatic control state.

[0012] Optionally, the method also includes: if the working states of the power battery systems on the other vehicle and the own vehicle are both in a low-voltage working state, the maintenance and rescue controller of the own vehicle determines that the high-voltage interlock connector between the own vehicle and the other vehicle is in a control state that allows closing; if the state of the rescue maintenance interface is a non-bidirectional connection state, the own vehicle is not in a master control state, and the working state of any power battery system in the other vehicle and the own vehicle is a non-low-voltage working state or a charging state, the maintenance and rescue controller of the own vehicle determines that the high-voltage interlock connector between the own vehicle and the other vehicle is in a control state that allows switching.

[0013] Optionally, the method also includes: if the state of the rescue and maintenance interface is a two-way connection state, the maintenance and rescue controller of the vehicle determines whether the preset temperature abnormality condition is met based on the temperature state of the connection between the maintenance and rescue interface and the high-voltage interlock connector; if the preset temperature abnormality condition is met, the maintenance and rescue controller of the vehicle determines the driving limit power corresponding to the temperature state.

[0014] Optionally, the method also includes: if the state of the rescue and maintenance interface is an unconnected state, and the power battery system in the vehicle energy system of the vehicle is in a high-voltage interlocking state, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking state is an internal high-voltage interlocking state; if the state of the rescue and maintenance interface is a single-line connection state, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking state is a connection failure state; if the state of the rescue and maintenance interface is a two-way connection state, and any power battery system in the vehicle and the other vehicle is in an interlocking fault state, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking state is a high-voltage interlocking fault state.

[0015] Optionally, the method also includes: if the vehicle is in the main control state, the maintenance and rescue controller of the vehicle forwards the auxiliary drive high-voltage instruction to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle forwards the auxiliary drive high-voltage instruction to the whole vehicle controller of the other vehicle, so that the whole vehicle controller performs auxiliary drive energy transfer to the vehicle by executing the auxiliary drive high-voltage instruction.

[0016] Compared with the prior art, this application has the following beneficial effects: The maintenance and rescue interface system, vehicle energy system, parent-child vehicle energy sharing system and vehicle status control method provided by this application relate to the field of new energy vehicles. The maintenance and rescue interface system is arranged on any vehicle in the parent-child vehicle. The maintenance and rescue interface system can be composed of a maintenance and rescue switching switch and a maintenance and rescue controller arranged in the vehicle, and a maintenance and rescue interface arranged outside the vehicle; the maintenance and rescue switching switch is connected to the maintenance and rescue controller, so that the driver only needs to operate the maintenance and rescue switching switch to start the process, and subsequent connection detection, control right negotiation and other steps are automatically completed by the maintenance and rescue interface, reducing the dependence on the driver's professional skills; the maintenance and rescue controller and the power battery system on the vehicle are both communicatively connected to the vehicle controller on the vehicle, so that the maintenance and rescue controller acts as an intermediate coordinator, which not only receives the driver's operating instructions (maintenance and rescue switching switch) but also communicates with the whole vehicle controller. The vehicle controller is linked to obtain the vehicle status, realizes the automated process of human-computer interaction, system verification and energy transmission, and reduces the uncertainty of manual intervention; the power battery system and the maintenance and rescue controller are respectively connected to the high-voltage power supply interface and the low-voltage communication interface of the maintenance and rescue interface; the high-voltage power supply interface and the low-voltage communication interface of the maintenance and rescue interface are respectively used to connect to the high-voltage power supply interface and the low-voltage communication interface on the maintenance and rescue interface of other vehicles. Thus, the maintenance and rescue controller can first confirm the status of the two vehicles through the low-voltage communication interface (such as normal connection, low battery voltage), and then allow the high-voltage power supply interface to be connected, forming a safety logic of communication verification first and energy transmission later, avoiding the risk of energy transmission when the power is plugged in or the state is abnormal. Therefore, the maintenance and rescue interface system of the present application can quickly realize energy sharing between the two vehicles, reduce the number of times the mother vehicle is charged midway (especially when the child vehicle is unloaded, its redundant power is used), shorten the total transportation time, and no additional mobile charging equipment or backup battery is required. The rescue can be completed only through the maintenance and rescue interface of the vehicle itself, reducing equipment investment costs and indirectly improving operating income. At the same time, any vehicle can be connected to another vehicle through its own maintenance and rescue interface system (the roles of the mother vehicle and the child vehicle are interchangeable), adapting to various scenarios (such as the mother vehicle rescuing the child vehicle, and the child vehicle reversely supplying power to the mother vehicle), thereby improving the versatility of the maintenance and rescue interface system. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A schematic structural diagram of a parent-child vehicle energy sharing system provided in an embodiment of the present application; Figure 2A schematic diagram of the structure of a vehicle energy system provided in an embodiment of the present application Figure 1 ; Figure 3 A schematic diagram of the structure of a vehicle energy system provided in an embodiment of the present application Figure 2 ; Figure 4 A schematic structural diagram of a maintenance and rescue interface system provided in an embodiment of the present application; Figure 5 A schematic diagram of the structure of a vehicle energy system provided in an embodiment of the present application Figure 3 ; Figure 6 A schematic diagram of the structure of a maintenance and rescue controller provided in an embodiment of the present application; Figure 7 A schematic diagram of a vehicle state control method provided in an embodiment of the present application Figure 1 ; Figure 8 A schematic diagram of a vehicle state control method provided in an embodiment of the present application Figure 2 ; Figure 9 A schematic structural diagram of a vehicle state control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0019] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0020] Figure 1 This is a schematic diagram of the structure of a parent-child vehicle energy sharing system provided in an embodiment of the present application. Figure 1 As shown, the parent-child vehicle energy sharing system 300 includes at least: a vehicle energy system 200-1 provided in the parent vehicle, and a vehicle energy system 200-2 provided in the child vehicle.

[0021] The maintenance and rescue interface 130 in the maintenance and rescue interface system 100 in the vehicle energy system 200-1 of the parent vehicle is connected to the maintenance and rescue interface 130 in the maintenance and rescue interface system 100 in the vehicle energy system 200-2 of the child vehicle. In other words, the parent vehicle and the child vehicle achieve a two-way physical and communication connection through their respective maintenance and rescue interfaces 130.

[0022] Among them, the vehicle energy systems 200 of the mother vehicle and the sub-vehicle are responsible for energy storage, monitoring and output control; the maintenance and rescue interface system 100 is used to connect the vehicle energy systems 200 of the mother vehicle and the sub-vehicle to achieve physical connection and intelligent coordination of energy transmission.

[0023] The energy sharing system of the mother-carriage and child-carriage provided by the present application can be composed of at least a vehicle energy system provided on the mother car, and a vehicle energy system provided on the child car, wherein the maintenance and rescue interface in the maintenance and rescue interface system in the vehicle energy system of the mother car is connected to the maintenance and rescue interface in the maintenance and rescue interface system in the vehicle energy system on the child car. Therefore, in the operation scenario where the mother car is pulling the child car (empty), the present application can enable the mother car to call on the power battery energy of the child car through the maintenance and rescue interface connection, directly improve the cruising range of the mother car, avoid stopping for charging due to insufficient power during the journey, and is particularly suitable for long-distance transportation scenarios. At the same time, the maintenance and rescue interface system supports two-way conversion between the mother car and the child car, that is, both cars can serve as energy providers or receivers, and reserves external power supply / power receiving functions (such as connecting to external rescue vehicles or charging piles), adapting to a variety of operation and emergency scenarios, and improving the versatility of energy sharing between the mother car and the child car.

[0024] Figure 2 A schematic diagram of the structure of a vehicle energy system provided in an embodiment of the present application Figure 1 .like Figure 2 As shown, the vehicle energy system 200 is installed in any vehicle in the parent vehicle. It should be noted that the vehicle energy system 200-1 represents the vehicle energy system 200 of the parent vehicle; the vehicle energy system 200-2 represents the vehicle energy system 200 of the child vehicle.

[0025] The vehicle energy system 200 includes at least: a maintenance and rescue interface system 100 arranged on the vehicle body, a power battery system 210 and a vehicle controller 220.

[0026] The vehicle controller 220 is communicatively connected to the power battery system 210, and the maintenance and rescue switch 110 in the maintenance and rescue interface system 100 is also connected to the vehicle controller 220. This enables real-time communication between the vehicle controller 220, the power battery system 210, and the maintenance and rescue interface system 100, ensuring immediate updates of status information (such as the connection status between the two vehicles) during the energy sharing process. This avoids misjudgments caused by information lags and enables on-demand energy allocation. For example, this prioritizes the use of redundant power from child vehicles, ensuring the endurance of the parent vehicle while preventing excessive power consumption in the child vehicles, reducing the number of ineffective charging cycles, and shortening transportation interruptions.

[0027] Among them, the power battery system 210 is the storage core of the vehicle's energy, which may include a power battery pack, a battery management system (BMS), etc., which is responsible for energy storage, monitoring battery status, and interacting with the vehicle controller 220 to achieve charging and discharging control.

[0028] The vehicle controller 220 (VCU, Vehicle Control Unit) is the control center of the vehicle's energy. It communicates with the power battery system 210 through the CAN (Controller Area Network, serial communication protocol) bus to obtain battery status in real time and send charge and discharge instructions. It can also be used to receive signals from the maintenance and rescue switch 110, coordinate the vehicle's energy distribution, mode switching (such as independent control / rescue sharing mode) and safety protection (such as high-voltage disconnection and power limitation), and avoid command conflicts caused by independent control of multiple modules (such as sending charge and discharge instructions at the same time).

[0029] Among them, the maintenance and rescue switch 110 is a trigger device for human-computer interaction set in the vehicle cockpit. Since the maintenance and rescue switch can be directly connected to the vehicle controller, the driver can send a signal to enter / exit the rescue mode to the vehicle controller 220 by operating the maintenance and rescue switch 110, triggering the vehicle controller to start the energy sharing related process, reducing the dependence on the driver's professional skills, and is particularly suitable for rapid emergency scenarios in long-distance transportation. For example, during the operation of the parent-child car in a new energy vehicle, there is a working condition where the parent car pulls the child car (empty). Under this working condition, the driver can operate the rescue switch 110-1 of the parent car so that the parent car can use the power battery of the child car to increase the cruising range.

[0030] It should be noted that the maintenance and rescue interface system 100 between the parent and child vehicles utilizes a physical cross-connected CAN bus for connection and communication. The maintenance and rescue interface system 100 can be located near the passenger seat instrument panel. Furthermore, the maintenance and rescue interface system 100 between the parent and child vehicles can also communicate wirelessly, without any limitation here.

[0031] In one possible embodiment, Figure 3 A schematic diagram of the structure of a vehicle energy system provided in an embodiment of the present application Figure 2 .like Figure 3 As shown, the power battery systems 210 of the sub-vehicle and the mother vehicle are connected through respective high-voltage interlocking connectors to connect the high voltages of the mother vehicle and the sub-vehicle.

[0032] The vehicle energy system provided by this application is installed in any vehicle in the parent-child vehicle. The vehicle energy system can be composed of at least a maintenance and rescue interface system, a power battery system, and a vehicle controller installed on the vehicle body. The vehicle controller is communicatively connected to the power battery system, and the maintenance and rescue switch in the maintenance and rescue interface system is also connected to the vehicle controller. Therefore, the vehicle energy system of this application can not only solve the mileage anxiety in the operation of parent-child vehicles while ensuring safety, but also reduce operating costs by simplifying operations and optimizing efficiency.

[0033] Figure 4 This is a structural diagram of a maintenance and rescue interface system provided in an embodiment of the present application. Figure 4 As shown, the maintenance and rescue interface system is arranged on any vehicle in the mother-and-child vehicle.

[0034] The maintenance and rescue interface system 100 includes a maintenance and rescue switch 110 and a maintenance and rescue controller 120 arranged inside the vehicle, and a maintenance and rescue interface 130 arranged outside the vehicle.

[0035] For example, in Figure 2 On the basis of Figure 5 A schematic diagram of the structure of a vehicle energy system provided in an embodiment of the present application Figure 3 .like Figure 5 As shown, the maintenance and rescue switching switch 110 is connected to the maintenance and rescue controller 120, and the maintenance and rescue controller 120 and the power battery system on the vehicle are both communicatively connected to the vehicle controller on the vehicle, wherein the maintenance and rescue controller 120 communicates with the vehicle controller via the CAN bus, and synchronizes the power battery status (such as SOC (State of Charge), voltage, whether it is in a low-voltage state) and the vehicle operating status (such as whether it is charging) in real time to ensure that energy sharing is carried out under safe conditions. The power battery system and the maintenance and rescue controller 120 are respectively connected to the high-voltage power supply interface and the low-voltage communication interface of the maintenance and rescue interface 130; the high-voltage power supply interface and the low-voltage communication interface of the maintenance and rescue interface 130 are respectively used to connect to the high-voltage power supply interface and the low-voltage communication interface on the maintenance and rescue interface 130 of other vehicles. In other words, the connection of the maintenance and rescue interface system 100 can be divided into two parts, internal and external, wherein the internal connection (such as Figure 4 As shown): Maintenance and rescue switching switch 110 → maintenance and rescue controller 120 → low-voltage communication interface / high-voltage power supply interface (corresponding to the signal and energy transmission paths respectively).

[0036] External connections (such as Figure 3 As shown): The high-voltage power supply interface of this vehicle is connected to the high-voltage power supply interface of the other vehicle to form an energy circuit, that is, the high-voltage interlocking connector of this vehicle is electrically connected to the high-voltage interlocking connector of the other vehicle; the low-voltage communication interface of this vehicle is connected to the low-voltage communication interface of the other vehicle to form a communication signal circuit. Among them, the high-voltage power supply interface is used to transmit electrical energy, and the low-voltage communication interface is used to transmit signals, and physical isolation is performed to avoid high voltage interference with communication signals, while preventing people from accidentally touching the high-voltage interface, thereby ensuring operational safety from a hardware level. At the same time, the low-voltage communication interface focuses on signal interaction (such as heartbeat signals and control instructions) to ensure that the status of the two vehicles are synchronized in real time, avoiding control conflicts caused by communication delays (such as when this vehicle requests power, the other vehicle mistakenly judges it to be in charging status).

[0037] The maintenance and rescue switch 110 is a human-machine interface component installed in the cockpit. It connects to the maintenance and rescue controller 120 and serves as the command source for triggering the energy sharing process. By pressing the maintenance and rescue switch 110, the driver sends a signal to activate rescue mode to the maintenance and rescue controller 120 and the vehicle controller 220, making operation simple and intuitive.

[0038] The maintenance and rescue controller 120 is the core control unit of the maintenance and rescue interface system 100. It is responsible for processing signals from the maintenance and rescue switch 110, monitoring the connection status of the maintenance and rescue interface 130, communicating with the vehicle controller 220, and coordinating control of the two vehicles. Its core function is to determine the feasibility of energy sharing through logical operations and issue control instructions to other modules.

[0039] The maintenance and rescue interface 130 is used to receive and provide external power supply. It is a physical connection device outside the vehicle and includes two key sub-interfaces: a high-voltage power supply interface: used to directly connect to the vehicle power battery system 210, and is used to transmit high-voltage power when the two vehicles are connected, such as the mother vehicle obtains power from the child vehicle, which is a physical path for energy sharing; a low-voltage communication interface: used to connect to the maintenance and rescue controller 120, through a low-voltage cross-communication line such as a CAN bus (as mentioned above). Figure 2 ) realizes signal interaction between the two vehicles (such as heartbeat signals, control requests, status feedback, etc.) and is the nerve center of information transmission.

[0040] It should be noted that the maintenance and rescue interface system 100 also includes multiple status indicators. These multiple status indicators may include: a power supply indicator, a connection abnormality indicator, a high-voltage state prohibition switching indicator, a controlled information prompt light, an interface low-voltage power supply abnormality indicator, and an external high-voltage failure warning indicator. If the maintenance and rescue controller 120 is in the master control state, the power indicator light is on; if the maintenance and rescue controller 120 is in the non-master control state, the power indicator light is off. If the state of the rescue and maintenance interface 130 changes from a two-wire connection state to a single-wire connection state, the abnormal connection indicator light is on; if the state of the rescue and maintenance interface 130 is in a two-wire connection state or a disconnected state, the abnormal connection indicator light is off.

[0041] If the power battery systems on both vehicles are in a high-voltage state, at this time, the rescue switch 110 on this vehicle is triggered, and the high-voltage state prohibition switching indicator light is on; if the other vehicle or this vehicle is in a controlled state and receives its own START (vehicle start command), the controlled information prompt light will be on, and will return to the preset initial state after lighting for T seconds.

[0042] If this vehicle or another vehicle detects the other vehicle's DC low-voltage module and is in master control mode, and a non-operating state is reported after high voltage is applied, the interface low-voltage power supply abnormality indicator will illuminate until the DC low-voltage module operates normally, at which point the prompt stops and the interface low-voltage power supply abnormality indicator turns off. If the external power battery system is detected to be in a non-high voltage state T seconds after the external power-on request is issued, the external high-voltage failure warning indicator will illuminate.

[0043] It should also be noted that the aforementioned "other vehicle" and "host vehicle," as well as the "child vehicle" and "mother vehicle," are interchangeable and have no fixed meaning. These definitions can be flexibly tailored to specific scenarios. For example, if the mother vehicle is the host vehicle, the "child vehicle" would be the "other vehicle," or vice versa. This is not a limitation.

[0044] The maintenance and rescue interface system provided by the present application is arranged on any vehicle in the mother-and-child vehicle. The maintenance and rescue interface system can be composed of a maintenance and rescue switching switch and a maintenance and rescue controller arranged in the vehicle, and a maintenance and rescue interface arranged outside the vehicle; the maintenance and rescue switching switch is connected to the maintenance and rescue controller, so that the driver only needs to operate the maintenance and rescue switching switch to start the process, and subsequent connection detection, control right negotiation and other steps are automatically completed by the maintenance and rescue interface, reducing the dependence on the driver's professional skills; the maintenance and rescue controller and the power battery system on the vehicle are both communicatively connected to the vehicle controller on the vehicle, so that the maintenance and rescue controller acts as an intermediate coordinator, receiving the driver's operating instructions (maintenance and rescue switching switch), It also links with the vehicle controller to obtain the vehicle status, realize the automated process of human-computer interaction, system verification and energy transmission, and reduce the uncertainty of manual intervention; the power battery system and the maintenance and rescue controller are respectively connected to the high-voltage power supply interface and low-voltage communication interface of the maintenance and rescue interface; the high-voltage power supply interface and low-voltage communication interface of the maintenance and rescue interface are respectively used to connect to the high-voltage power supply interface and low-voltage communication interface on the maintenance and rescue interface of other vehicles. Therefore, the maintenance and rescue controller can first confirm the status of the two vehicles through the low-voltage communication interface (such as normal connection, low battery voltage), and then allow the high-voltage power supply interface to be connected, forming a safety logic of communication verification first and energy transmission later, avoiding the risk of energy transmission when the power is plugged in or the state is abnormal. Therefore, the maintenance and rescue interface system of the present application can quickly realize energy sharing between the two vehicles, reduce the number of times the mother vehicle is charged midway (especially when the child vehicle is unloaded, its redundant power is used), shorten the total transportation time, and no additional mobile charging equipment or backup battery is required. The rescue can be completed only through the maintenance and rescue interface of the vehicle itself, reducing equipment investment costs and indirectly improving operating income. At the same time, any vehicle can be connected to another vehicle through its own maintenance and rescue interface system (the roles of the mother vehicle and the child vehicle are interchangeable), adapting to various scenarios (such as the mother vehicle rescuing the child vehicle, and the child vehicle reversely supplying power to the mother vehicle), thereby improving the versatility of the maintenance and rescue interface system.

[0045] Optionally, the present application also provides a maintenance and rescue controller 120, Figure 6 This is a structural diagram of a maintenance and rescue controller provided in an embodiment of the present application. Figure 6 As shown, the maintenance and rescue controller 120 may include a processor 121 and a memory 122 .

[0046] The memory 122 stores machine-executable instructions that can be executed by the processor 121. That is, when the repair and rescue controller 120 is running, the machine-readable instructions are executed. The processor 121 communicates with the memory 122 via a bus. The processor 121 can execute the machine-executable instructions to implement the vehicle state control method.

[0047] The memory 122, the processor 121, and the bus components are electrically connected to each other directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other via one or more communication buses or signal lines. The mobile storage device includes at least one software function module that can be stored in the memory 122 in the form of software or firmware or solidified in the operating system (OS) of the electronic device. The processor 121 is used to execute the executable modules stored in the memory 122, such as the software function modules and computer programs included in the vehicle state control method of the mobile storage medium.

[0048] The memory 122 may be, but is not limited to, a random access memory (RAM), a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), etc.

[0049] The vehicle state control method provided in the embodiment of the present application can be executed by the processor 121 in the maintenance and rescue controller 120. The vehicle state control method is applied to the vehicle energy system of any vehicle in the parent-child vehicle. The vehicle state control method provided in the embodiment of the present application is further explained as follows: Figure 7 A schematic diagram of a vehicle state control method provided in an embodiment of the present application Figure 1 .like Figure 7 As shown, the method may include: S401. If the maintenance and rescue controller of the vehicle receives a pressing signal of the maintenance and rescue switch in the vehicle energy system of the vehicle, the maintenance and rescue controller of the vehicle sends a heartbeat signal through the low-voltage communication interface of the rescue and maintenance interface.

[0050] Among them, the maintenance and rescue controller of this vehicle is the maintenance and rescue controller in the maintenance and rescue interface system in the vehicle energy system of any vehicle.

[0051] In one possible implementation, the rescue mode is activated in response to a pressing signal of the maintenance and rescue switch of the vehicle; the maintenance and rescue controller of the vehicle receives the pressing signal of the maintenance and rescue switch in the vehicle energy system of the vehicle, and the maintenance and rescue controller of the vehicle immediately sends a heartbeat signal to the other vehicle (another vehicle) through the low-voltage communication interface of its rescue maintenance interface.

[0052] Among them, the heartbeat signal is a periodic status message that contains basic information about the vehicle (such as whether the battery is in low voltage state or whether it is in non-charging mode), which is used to wake up other vehicles and initiate collaboration requests.

[0053] S402. If the maintenance and rescue controller of the own vehicle receives a heartbeat feedback signal from the maintenance and rescue controller of another vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the own vehicle determines that the state of the rescue and maintenance interface is a two-way connection state.

[0054] In one possible implementation, if the maintenance and rescue controller of a vehicle receives a heartbeat feedback signal from the other vehicle via a low-voltage communication interface, which contains information such as the other vehicle's battery status and communication health, it determines that the maintenance and rescue interfaces of the vehicle and the other vehicle are in a bidirectional connection. This also indicates that communication between the vehicle and the other vehicle is normal. The core of this step is to verify the normal connectivity of the low-voltage communication links (e.g., dual cross-CAN buses) between the two vehicles through a closed-loop send-feedback interaction, thereby eliminating single-channel communication failures or disconnected maintenance and rescue interfaces, thereby providing a reliable communication foundation for subsequent energy sharing.

[0055] S403. The maintenance and rescue controller of the own vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle puts the own vehicle into a controlled state.

[0056] In one possible implementation method, when the maintenance and rescue controller of this vehicle determines that the state of the rescue and maintenance interface is a two-way connection state, the maintenance and rescue controller of this vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface. After receiving the request, the maintenance and rescue controller of the other vehicle will determine whether it is allowed to be controlled based on its own state (such as whether the battery is low voltage or whether there is a charging demand). If the conditions are met, a control feedback signal will be fed back to inform it that it has entered a controlled state, thereby allowing the maintenance and rescue controller of the other vehicle to put its vehicle into a controlled state. At this time, the energy system of the other vehicle accepts the coordinated control of this vehicle.

[0057] S404: If the maintenance and rescue controller of the own vehicle receives control feedback from the maintenance and rescue controller of another vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the own vehicle sets the own vehicle to the master control state.

[0058] In one possible implementation, when the maintenance and rescue controller of the host vehicle receives control feedback from the other vehicle, it puts itself in the master control state to gain control of the energy systems of the two vehicles, thereby determining the direction of energy transmission and monitoring safety status. At this point, the maintenance and rescue controller of the host vehicle puts itself in the master control state, and the other vehicle in the controlled state.

[0059] It should be noted that in this system, the vehicle and the other vehicle can be converted into each other, and both vehicles can become the vehicle or the other vehicle, and the control is compatible.

[0060] The vehicle status control method provided by the present application is applied to the vehicle energy system of any vehicle in the parent-child vehicle, and the method includes: if the maintenance and rescue controller of the vehicle receives a pressing signal of the maintenance and rescue switching switch in the vehicle energy system of the vehicle, the maintenance and rescue controller of the vehicle sends a heartbeat signal through the low-voltage communication interface of the rescue and maintenance interface; wherein, the maintenance and rescue controller of the vehicle is the maintenance and rescue controller in the maintenance and rescue interface system in the vehicle energy system of any vehicle; if the maintenance and rescue controller of the vehicle receives a heartbeat feedback signal fed back by the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the vehicle determines that the state of the rescue and maintenance interface is a two-way connection state, so as to ensure the integrity and reliability of the communication link between the two vehicles through the interactive mechanism of the two-way heartbeat signal, and avoid the communication failure caused by single-channel communication Misjudgment (such as incorrect start of energy sharing) caused by faults (such as CAN bus disconnection) lays the foundation for the cooperation between the two vehicles from the communication layer; the maintenance and rescue controller of this vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle puts the other vehicle into a controlled state; if the maintenance and rescue controller of this vehicle receives control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of this vehicle puts this vehicle into the master control state, so as to establish a clear relationship between this vehicle being the master and the other vehicle being controlled through the negotiation of control requests and feedback, and ensure that there is only one control center (maintenance and rescue controller of this vehicle) in the energy sharing process, avoiding the two vehicles sending contradictory instructions at the same time (such as this vehicle requests to draw power and the other vehicle requests power supply at the same time), and eliminating the risk of confusion from the logic layer. Therefore, the entire process of the vehicle state control method provided by the present application takes the pressing signal as the starting point and two-way communication and the response of the other vehicle as the premise, ensuring that energy sharing is only started under the conditions of normal communication and permission of the other vehicle, avoiding safety accidents caused by misoperation (such as forced start when not connected) or unilateral forced power extraction (such as being called when the battery of the other vehicle is in a high-voltage state); at the same time, the vehicle state control method realizes efficient coordination of energy sharing between the parent and child vehicles while ensuring safety through the four steps of triggering, communication verification, control right negotiation and status confirmation, thereby realizing the state coordination and control right distribution of the two vehicles, and is suitable for the vehicle energy system of any vehicle (this vehicle) in the parent and child vehicles.

[0061] Optionally, in the above method, before the maintenance and rescue controller of the own vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the method further includes: The maintenance and rescue controller of the vehicle receives the working status of the power battery system on the other vehicle sent by the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface.

[0062] In one possible implementation method, the maintenance and rescue controller of this vehicle receives in real time the working status of the power battery system on the other vehicle sent by the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface. For example, whether the working status of the power battery system on the other vehicle is a low-voltage working state, that is, the power battery is not at high voltage and the high-voltage circuit is not activated; or whether it is in an uncharged state, that is, the charging gun is not connected and there is no external charging current input, etc.

[0063] In the above method, the maintenance and rescue controller of the own vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, including: If the working status of the power battery systems on the other vehicle and the vehicle are both low-voltage working status and uncharged, the maintenance and rescue controller of the vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface.

[0064] In one possible implementation, the vehicle inspection and rescue controller compares the working status of the power battery system of the other vehicle with the working status of the power battery of its own vehicle to see whether both the vehicle and the other vehicle meet the low-voltage working state and the uncharged state.

[0065] If the operating conditions of the power battery systems of both vehicles meet the above conditions, the safety premise of energy sharing is determined to be established, and the vehicle sends a control request to the other vehicle through the low-voltage communication interface to request the other vehicle to enter a controlled state; if either vehicle does not meet the conditions, such as the other vehicle is in a high-voltage state or is charging, no control request will be sent to avoid starting energy sharing under dangerous working conditions.

[0066] Among them, the low-voltage working state of the power battery system means that the high-voltage circuit is not activated. For example, if the high-voltage relay is disconnected, a high-voltage connection for energy sharing (such as closing the high-voltage interlocking connector) can be made at this time to avoid the risk of arcing and electric shock caused by high-voltage live plugging and unplugging. The restriction of the uncharged state of the power battery system can prevent conflicts between energy sharing and the charging process. For example, when another vehicle is charging, the request for power from this vehicle may cause the charging system to overload, eliminating safety hazards from the working condition level.

[0067] The vehicle status control method provided by the present application includes a vehicle maintenance and rescue controller receiving the operating status of the power battery system of another vehicle sent by the maintenance and rescue controller of another vehicle through a low-voltage communication interface of a rescue and maintenance interface. The controller directly obtains the operating status of the other vehicle's power battery system through the low-voltage communication interface and compares it with its own. This eliminates the need for additional manual checks (such as the driver getting off the vehicle to confirm whether the other vehicle is charging), achieving automated verification of safety conditions. This, combined with previous two-way communication confirmation, provides dual guarantees of normal communication and status safety, improving safety while reducing manual operation costs. If the operating status of the power battery systems of both the other vehicle and the present vehicle is low-voltage and uncharged, the maintenance and rescue controller of the present vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface. Therefore, the present application only sends a control request when the operating status of the power battery systems of the two vehicles is consistent (both low-voltage and uncharged), preventing the other vehicle from refusing to respond due to its own status restrictions (such as charging), reducing invalid command interactions (such as repeatedly sending requests but being rejected), and improving the collaborative efficiency of the vehicle energy system.

[0068] Optionally, the vehicle state control method further includes: If the rescue and repair interface is in a non-bidirectional connection state and only the power battery system of the own vehicle is in a low-voltage operating state, the rescue and repair controller of the own vehicle sends a release control message to the rescue and repair controller of the other vehicle via the low-voltage communication interface of the rescue and repair interface, causing the other vehicle's rescue and repair controller to put the own vehicle into an autonomous state. If the rescue and repair controller of the own vehicle receives a release control message from the other vehicle's rescue and repair controller via the low-voltage communication interface of the rescue and repair interface, the rescue and repair controller of the own vehicle puts the own vehicle into autonomous state.

[0069] In one possible implementation, if the state of the rescue and maintenance interface is a non-bidirectional connection state, that is, a single-line connection and an unconnected state, that is, there is a fault in the communication link between this vehicle and the other vehicle, and only the working state of the power battery system of this vehicle is a low-voltage working state, then the maintenance and rescue controller of this vehicle sends a release control message to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, explicitly requesting the other vehicle to release the controlled state and restore the automatic control state, even if the maintenance and rescue controller of the other vehicle puts its vehicle into the automatic control state.

[0070] If the maintenance and rescue controller of this vehicle receives the release control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, that is, the other vehicle informs it that it has entered the automatic control state, then the maintenance and rescue controller of this vehicle will synchronously switch this vehicle from the master control state to the automatic control state. At this time, both this vehicle and the other vehicle will resume independent control mode.

[0071] Alternatively, if the rescue and repair interface is in a non-bidirectional connection state and either the vehicle's or the other vehicle's power battery system requires charging, the vehicle's repair and rescue controller sends a release control message to the other vehicle's repair and rescue controller via the low-voltage communication interface of the rescue and repair interface, causing the other vehicle's repair and rescue controller to place the vehicle in an autonomous state. If the vehicle's repair and rescue controller receives a release control message from the other vehicle's repair and rescue controller via the low-voltage communication interface of the rescue and repair interface, the vehicle's repair and rescue controller places the vehicle in an autonomous state.

[0072] In one possible implementation, if the rescue and repair interface is in a non-bidirectional connection state and either the vehicle's or the other vehicle's power battery system requires charging, for example, when a charging gun is connected or the battery management system detects that the power battery is low and needs charging, the vehicle's rescue and repair controller sends a release control message to the other vehicle's rescue and repair controller via the low-voltage communication interface of the rescue and repair interface, explicitly requesting the other vehicle to release the controlled state and resume the autonomous state, i.e., the other vehicle's rescue and repair controller sets the vehicle back to the autonomous state.

[0073] If the maintenance and rescue controller of this vehicle receives the release control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, that is, the other vehicle informs it that it has entered the automatic control state, then the maintenance and rescue controller of this vehicle will synchronously switch this vehicle from the master control state to the automatic control state. At this time, both this vehicle and the other vehicle will resume independent control mode.

[0074] It should be noted that when both this vehicle and other vehicles need to charge, the maintenance and rescue controller of this vehicle and the vehicle controller can simultaneously detect the external charging gun connection signal. At this time, the vehicle controller of this vehicle switches to charging mode, and when the vehicle controller of this vehicle detects that the maintenance and rescue controller is in the master or controlled state, it controls this vehicle and other vehicles to reduce high voltage. After the vehicle controllers of this vehicle and other vehicles reduce high voltage, the maintenance and rescue controller of this vehicle sends a disconnect instruction for the high-voltage contactors of the two power battery systems. After the vehicle controllers of this vehicle and other vehicles control the high-voltage contactors of the two power battery systems to disconnect, it ensures that when this vehicle and other vehicles are in the charging state, the two power battery systems have no high-voltage connection relationship, and then charging is carried out to prevent the battery from running out of power in the charging condition.

[0075] The vehicle status control method provided by the present application is that the process of starting the release control by the maintenance and rescue controller of the vehicle must meet one of the following two scenarios: if the state of the rescue and maintenance interface is a non-bidirectional connection state, and only the working state of the power battery system of the vehicle is a low-voltage working state, or if the state of the rescue and maintenance interface is a non-bidirectional connection state, and either the power battery system of the vehicle or the other vehicle has a charging demand, then when any of the above two scenarios is met, the maintenance and rescue controller of the vehicle is executed to send a release control message to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle sets the vehicle to the automatic control state; if the maintenance and rescue controller of the vehicle receives the release control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the vehicle sets the vehicle to the automatic control state, so that the two vehicles resume the independent control mode. Therefore, when the state of the rescue and maintenance interface is in a non-bidirectional connection state, continuing to maintain the master-slave control may cause command transmission errors. Releasing control and resuming the uncontrolled state at this time prevents coordinated loss of control due to communication failures, mitigating risks at the control level. Furthermore, when either vehicle requires charging, releasing control ensures that the charging process is not disrupted by energy sharing. If the other vehicle requires charging, after releasing the controlled state, the other vehicle's vehicle controller can independently control the charging process (e.g., closing the charging relay and adjusting the charging current), avoiding conflicts between energy call instructions and charging instructions from the primary vehicle. If the primary vehicle requires charging, after resuming the controlled state, the primary vehicle can complete charging first, unconstrained by the status of the other vehicle, thereby improving charging efficiency. Furthermore, in scenarios where only the primary vehicle is in a low-voltage state, releasing control prevents the primary vehicle from forcibly initiating control of the unknown secondary vehicle (e.g., a secondary vehicle in a high-voltage state) when communication is unreliable, thus preventing erroneous operation of the high-voltage system. The entire safe exit process, through a request and feedback interaction mechanism, ensures synchronized state transitions between the two vehicles (the secondary vehicle takes control first, followed by the primary vehicle), avoiding intermediate states where the primary vehicle has released control but the secondary vehicle remains in control, thus reducing logical vulnerabilities. Therefore, the vehicle energy system of the present application can trigger the release control process by automatically detecting the interface status and battery requirements without manual operation by the driver. Especially in long-distance transportation, it can quickly respond to communication failures or charging needs, avoiding safety risks or efficiency losses caused by manual judgment delays, and improving the reliability and fault tolerance of the vehicle energy system in complex scenarios.

[0076] Optionally, the vehicle state control method further includes: If the working status of the power battery systems on both the other vehicle and this vehicle are in a low-voltage working state, the maintenance and rescue controller of this vehicle determines that the high-voltage interlock connector between this vehicle and the other vehicle is in a control state that allows closing.

[0077] In one possible implementation, when both the other vehicle's and the host vehicle's power battery systems are operating in a low-voltage state, the host vehicle's maintenance and rescue controller determines that the high-voltage interlock connector between the host vehicle and the other vehicle is in a permitted closure control state. This permitted closure control state means that the high-voltage interlock connector can be safely closed, establishing a high-voltage connection between the two vehicles' power batteries, paving the way for subsequent energy transfer, without the risk of high-voltage liveness during the closing process.

[0078] Among them, the low-voltage working state means that the high-voltage circuits of the power batteries of the two vehicles are not activated (such as the high-voltage relay is disconnected and there is no high-voltage power output).

[0079] If the status of the rescue and maintenance interface is a non-bidirectional connection state, the vehicle is not in the master control state, and the working state of any power battery system in the other vehicle and this vehicle is a non-low-voltage working state or charging state, then the maintenance and rescue controller of this vehicle determines that the high-voltage interlock connector between this vehicle and the other vehicle is in a state that allows switching control.

[0080] In one possible implementation, when any of the following conditions is met, the vehicle maintenance and rescue controller determines that the high-voltage interlock connector is in a state that allows switching control: Condition 1 is that the rescue and maintenance interface state is a non-bidirectional connection state (that is, a single-line connection or an unconnected state, and the communication link is unreliable); Condition 2 is that the vehicle is not in the master control state, that is, the vehicle is in a controlled state or an automatic control state, and has no authority to coordinate the energy of the two vehicles; Condition 3 is that the power battery system of the other vehicle or the vehicle is in a non-low-voltage working state, or a charging state.

[0081] Among them, allowing the control state to be switched means disconnecting the high-voltage interlock connector, and the high-voltage relay between the power battery system and the high-voltage interlock connector is also in the disconnected state. At this time, the control state is switched through the low-voltage communication interface of the maintenance and rescue interface.

[0082] For the non-bidirectional connection state of condition 1, that is, communication is unreliable, switching control is allowed, that is, disconnecting the high-voltage interlock connector, which can prevent misjudgment of high-voltage commands due to communication failures. For example, the vehicle thinks that the high voltage has been disconnected, but it is actually still connected.

[0083] For condition 2, when the vehicle is not in the master control state, allowing the control state to switch can prevent unauthorized vehicles from closing the high-voltage connector without authorization. If the vehicle in the controlled state closes the connector, it may conflict with the master vehicle's instructions. Ensure that the control of the high-voltage connection strictly matches the master-slave state to avoid confusion caused by unauthorized operation.

[0084] For condition 3, in non-low-voltage or charging states, it is prohibited to close or forcibly disconnect the connector to avoid the superposition of high voltage and high voltage. For example, when both vehicles are at high voltage, closing the connector will cause circuit overload, energy sharing and charging conflicts. For example, when the other vehicle is charging, the vehicle calls for energy, causing charging system abnormalities, so as to eliminate conflicts at the working condition level.

[0085] The vehicle state control method provided by the present application is that if the working state of the power battery system on the other vehicle and the vehicle is a low-voltage working state, the maintenance and rescue controller of the vehicle determines that the high-voltage interlock connector between the vehicle and the other vehicle is in a state of control that allows closure, that is, the closed control state of the present application is triggered only when both vehicles are in a low-voltage working state, ensuring that no high-voltage electricity passes through the high-voltage interlock connector when it is closed (the high-voltage circuit is not activated in the low-voltage state), completely avoiding the risks of arc burns and equipment damage caused by high-voltage live plugging and unplugging, and is the first gate of high-voltage safety; if the state of the rescue maintenance interface is a non-bidirectional connection state, the vehicle is not in the master control state, and the working state of any power battery system in the other vehicle and the vehicle is a non-low-voltage working state or a charging state, the maintenance and rescue controller of the vehicle determines that the high-voltage interlock connector between the vehicle and the other vehicle is in a state of control that allows switching. Therefore, the present application constructs a safety control closed loop of the high-voltage interlock connector through the design of closing conditions and switching conditions, which not only provides a reliable high-voltage path for normal energy sharing, but also quickly cuts off the connection under risk conditions, achieving an efficient and safe balance in energy sharing between parent and child vehicles.

[0086] Figure 8 A schematic diagram of a vehicle state control method provided in an embodiment of the present application Figure 2 .like Figure 8 As shown, the vehicle state control method further includes: S501. If the state of the rescue and repair interface is a two-way connection state, the repair and rescue controller of the vehicle determines whether a preset temperature abnormality condition is met according to the temperature state of the connection between the repair and repair interface and the high-voltage interlock connector.

[0087] In one possible implementation, if the state of the rescue and maintenance interface is a two-way connection state, the maintenance and rescue controller of the vehicle determines whether the preset temperature abnormality condition is met based on the temperature state of the connection between the maintenance and rescue interface and the high-voltage interlock connector.

[0088] Among them, the trigger condition for temperature status monitoring is that the maintenance and rescue controller of this vehicle will only start temperature monitoring when the rescue and maintenance interface is in a two-way connection state, that is, the communication between the two vehicles is normal, the high-voltage interlocking connector is closed, and energy sharing is in progress. This is because in the two-way connection state, the high-voltage interlocking connector is in working state (that is, transmitting electrical energy). The temperature may rise due to excessive current, poor contact, etc., and requires key monitoring; in the non-bidirectional connection state (such as not connected or single-line connection state), the high-voltage interlocking connector does not transmit high-voltage electrical energy, the temperature risk is low, and there is no need to start the monitoring.

[0089] It should be noted that the temperature status is acquired based on the temperature data collected in real time by the maintenance and rescue controller through a temperature sensor installed at the connection between the maintenance and rescue interface and the high-voltage interlock connector.

[0090] S502: If the preset temperature abnormality condition is met, the maintenance and rescue controller of the vehicle determines the driving power limit corresponding to the temperature state.

[0091] In one possible implementation, when the maintenance and rescue interface is in a two-wire connection state, if the temperature of any high-voltage interlock connector's temperature sensor is detected to be greater than a first preset temperature T1°C, the high-voltage interlock connector's temperature state is determined to be a high-temperature state. When the high-voltage interlock connector's temperature state is in the first high-temperature state, if the temperature of any high-voltage interlock connector's temperature sensor is detected to be greater than a second preset temperature T2°C, the high-voltage interlock connector's temperature state is determined to be a first over-temperature state. The first preset temperature T1°C is lower than the second preset temperature T2°C.

[0092] When the temperature state of the high-voltage interlock connector is in the first overtemperature state and the temperatures of all the temperature sensors of the high-voltage interlock connectors are detected to be lower than the third preset temperature T3°C, the temperature state of the high-voltage interlock connector is determined to be in the second high-temperature state; wherein the third preset temperature T3°C is greater than the first preset temperature T1°C and lower than the second preset temperature T2°C. When the temperature state of the high-voltage interlock connector is in the second high-temperature state and the temperatures of all the temperature sensors of the high-voltage interlock connectors are detected to be lower than the fourth preset temperature T4°C, the temperature state of the high-voltage interlock connector is determined to be in the normal temperature state. wherein the third preset temperature T3°C is greater than the fourth preset temperature T4°C, and the fourth preset temperature T4°C is lower than the first preset temperature T1°C.

[0093] The first preset temperature T1°C, the second preset temperature T2°C, the third preset temperature T3°C, and the fourth preset temperature T4°C can be selected based on actual conditions. For example, the first preset temperature T1°C can be 85°C, the second preset temperature T2°C can be 120°C, the third preset temperature T3°C can be 90°C, and the fourth preset temperature T4°C can be 70°C. The above preset temperature examples are for illustrative purposes only and are not to be construed as limiting the present application.

[0094] If the high-voltage interlock connector temperature meets the high or overtemperature conditions, the maintenance and rescue controller outputs the corresponding driving limit power based on the temperature. The overtemperature driving limit power is M%, and the high temperature driving limit power is N%. The overtemperature driving limit power of M% is less than the high temperature driving limit power of N%.

[0095] It should be noted that when transmitting high current, high temperatures in high-voltage interlock connectors can cause insulation melting, metal contacts oxidation, and even fire. Real-time monitoring and graded power limiting (further power reduction in the event of overtemperature) can reduce the current flowing through the connector. This reduces the current flow, suppressing temperature increases at the source and preventing equipment damage or safety incidents caused by overheating. This serves as a thermal barrier for high-voltage systems. Furthermore, the preset temperature abnormality condition here refers to the comparison of the real-time temperature at the high-voltage interlock connector connection with the first, second, third, and fourth preset temperatures, T1°C, T2°C, T3°C, and T4°C, respectively. This graded power limiting, rather than directly disconnecting the high voltage, maintains energy sharing while ensuring safety. For example, a high-temperature driving power limit of N% (70%) limits the driving power to 70%. This prevents continued temperature increases while ensuring the vehicle's range. This prevents vehicle breakdowns caused by sudden high-voltage disconnections, which can significantly increase time and costs, especially during long-distance transport.

[0096] The vehicle status control method provided by the present application is that if the state of the rescue and maintenance interface is a two-way connection state, the maintenance and rescue controller of the vehicle determines whether the preset temperature abnormality condition is met based on the temperature state of the connection between the maintenance and rescue interface and the high-voltage interlock connector, so as to start monitoring only in the two-way connection state, thereby avoiding invalid detection in the non-working state. For example, when not connected, the temperature sensor does not need to work, thereby reducing the energy consumption of the vehicle energy system; if the preset temperature abnormality condition is met, the maintenance and rescue controller of the vehicle determines the driving limit power corresponding to the temperature state, and the linkage between the temperature state and the power limit, such as lifting the limit after the temperature returns to normal, can dynamically adjust the control strategy according to the actual working conditions, taking into account both safety and economy. Therefore, the dynamic thermal safety mechanism in the energy sharing process of the parent-child vehicle of the present application, through closed-loop control of monitoring, judgment, and limitation, maintains the continuity of energy sharing to the maximum extent while ensuring the safety of the vehicle energy system, which is an important design for balancing safety and operational efficiency.

[0097] Optionally, the vehicle state control method further includes: If the state of the rescue and maintenance interface is disconnected, and the power battery system in the vehicle energy system of the vehicle is in a high-voltage interlock state, the maintenance and rescue controller of the vehicle determines that the high-voltage interlock state is an internal high-voltage interlock state.

[0098] In one possible implementation, if the state of the rescue and maintenance interface is disconnected, that is, no physical or communication connection is established between the vehicle and the other vehicle, and the power battery system in the vehicle energy system of the vehicle is in a high-voltage interlocking state, that is, the high-voltage circuit interlocking mechanism of the vehicle itself is normally closed, such as the high-voltage interlocking connector, high-voltage relay, etc. are reliably connected, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking state is an internal high-voltage interlocking state.

[0099] Among them, the internal here specifically refers to the high-voltage circuit of the vehicle itself, and because the interface is not connected, there is no need to consider the status of other vehicles, that is, no external connection is involved, and only the integrity of the high-voltage system of the vehicle is monitored, such as whether the high-voltage components of the vehicle itself are reliably connected.

[0100] If the state of the rescue and maintenance interface is a single-line connection state, the maintenance and rescue controller of the vehicle determines that the high-voltage interlock state is a connection fault state.

[0101] In one possible implementation, if the state of the rescue and maintenance interface is a single-line connection state, that is, only one channel of communication between the two vehicles is normal, the other channel is faulty, and the communication link is unreliable, regardless of whether the high-voltage interlock connector of this vehicle or the other vehicle is normal, the maintenance and rescue controller of this vehicle can directly determine that the high-voltage interlock state is a connection failure state.

[0102] It should be noted that the single-line connection state means that there are hidden dangers in communication, which may cause command loss or mistransmission. At this time, even if the high-voltage interlock connector itself is normal, the coordination safety with other vehicles cannot be ensured. Therefore, it is directly classified as a fault and high-voltage energy transmission is prohibited.

[0103] If the state of the rescue and maintenance interface is a two-way connection state, and any power battery system in this vehicle or another vehicle is in an interlock fault state, the maintenance and rescue controller of this vehicle determines that the high-voltage interlock state is a high-voltage interlock fault state.

[0104] In one possible implementation, if the status of the rescue and maintenance interface is a two-way connection state, that is, the communication between the two vehicles is normal, and any power battery system in this vehicle and the other vehicle is in an interlocking fault state, such as the high-voltage interlock connector corresponding to any power battery system is loose, or the interlocking circuit is disconnected, then the maintenance and rescue controller of this vehicle determines that the high-voltage interlock state is a high-voltage interlocking fault state.

[0105] It should be noted that in a bidirectional connection, the high-voltage systems of the two vehicles form a linked circuit via the high-voltage interlock connector. A failure in the interlock of either vehicle could affect overall high-voltage safety. For example, a failure in the interlock of the other vehicle could cause a high-voltage leakage in the vehicle itself. Therefore, any single point of failure is considered an overall failure. Furthermore, it should be noted that vehicles are prohibited from driving in the presence of a high-voltage interlock failure.

[0106] The vehicle status control method provided by the present application is that if the state of the rescue and maintenance interface is the disconnected state, and the power battery system in the vehicle energy system of the vehicle is in the high-voltage interlocking state, the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking state is the internal high-voltage interlocking state, so as to focus on the internal high-voltage interlocking in the disconnected state, and ensure that only its own high-voltage system is monitored when the single machine is running, to avoid redundant judgment, without paying attention to other vehicles, to improve monitoring efficiency, and to facilitate the driver or maintenance personnel to quickly check, such as checking the high-voltage connector of the vehicle; if the state of the rescue and maintenance interface is the single-line connection state, the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking state is the connection fault state, so as to directly determine it as the connection fault state in the single-line connection state, and take communication reliability as a prerequisite for the high-voltage interlocking state: when the communication is unreliable, even if the hardware is interconnected, If the lock is normal, high-voltage collaboration is also prohibited, avoiding misjudgment caused by communication delay or loss from the logical layer. For example, if this vehicle thinks the interlock is normal, but the other vehicle is actually faulty, the connection fault state is directly pointed to the communication link problem, narrowing the scope of investigation; if the state of the rescue and maintenance interface is a two-way connection state, and any power battery system of this vehicle and the other vehicle is in an interlock fault state, then the maintenance and rescue controller of this vehicle determines that the high-voltage interlock state is a high-voltage interlock fault state, so as to expand to the collaborative monitoring of the two vehicles in the two-way connection state. At this time, the high-voltage circuit is already associated and needs to cover the overall safety to prevent local failures from causing chain risks. For example, if the interlock fault of the other vehicle causes the high voltage abnormality of this vehicle, then through the high-voltage interlock fault state, it is prompted to check the interlocking mechanism of the two vehicles, such as the high-voltage interlock connector of this vehicle or the other vehicle, thereby improving the efficiency of fault handling. Therefore, this application ensures the pertinence of high-voltage monitoring under different working conditions through the precise binding of connection status, interlock range, and fault definition, and through strict fault response, such as prohibiting driving, it ensures the safety of the vehicle energy system and improves the reliability of the vehicle energy system.

[0107] Optionally, the vehicle state control method further includes: If this vehicle is in the main control state, the maintenance and rescue controller of this vehicle will forward the high-voltage instruction on the auxiliary drive to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle will forward the high-voltage instruction on the auxiliary drive to the whole vehicle controller of the other vehicle, so that the whole vehicle controller can perform auxiliary drive energy transfer to this vehicle by executing the high-voltage instruction on the auxiliary drive.

[0108] In one possible implementation, when the host vehicle is in primary control, meaning it holds coordination authority for the two vehicles' energy systems, the host vehicle's maintenance and rescue controller generates a high-voltage auxiliary drive command. This command activates the auxiliary drive system's high-voltage circuit, enabling it to output energy. The host vehicle then forwards this auxiliary drive high-voltage command to the other vehicle's maintenance and rescue controller via the low-voltage communication interface of the rescue and maintenance interface, leveraging the reliability of low-voltage communication to ensure accurate command transmission. Upon receiving this auxiliary drive high-voltage command, the other vehicle's maintenance and rescue controller further forwards it to the other vehicle's full vehicle controller, forming a command chain from the host vehicle's maintenance and rescue controller to the other vehicle's maintenance and rescue controller, and then to the other vehicle's full vehicle controller. After the vehicle controller of the other vehicle receives the auxiliary drive high-voltage command, it first activates the high-voltage circuit of the auxiliary drive system of the other vehicle (such as the auxiliary motor, high-voltage distribution module, etc.), that is, it turns on the high voltage and closes the relevant high-voltage relay; then it transfers the energy of the auxiliary drive system of the other vehicle to this vehicle through the high-voltage interlock connector to provide it with auxiliary driving force. If the load of this vehicle is large, the sub-vehicle replenishes energy through the auxiliary drive system to improve the endurance or power of this vehicle.

[0109] The vehicle status control method provided by the present application is that if the vehicle is in the master control state, the maintenance and rescue controller of the vehicle forwards the auxiliary drive high-voltage instruction to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle forwards the auxiliary drive high-voltage instruction to the vehicle controller of the other vehicle, so that the vehicle controller performs auxiliary drive energy transfer to the vehicle by executing the auxiliary drive high-voltage instruction. Therefore, the instruction forwarding mechanism of the vehicle of the present application in the master control state ensures the directionality and controllability of energy transfer. As the master control party, the vehicle can actively call the auxiliary drive energy of the other vehicle to avoid the disorder of energy transfer, such as the other vehicle supplying power to the vehicle without authorization. This directional transfer is particularly suitable for the scenario where the mother vehicle pulls the child vehicle (empty). The mother vehicle can call the redundant energy of the child vehicle as needed to improve its own endurance without the need for active intervention from the child vehicle. At the same time, the high-voltage instructions on the auxiliary drive are forwarded through the low-voltage communication interface, with low transmission delay, which can achieve rapid linkage from the needs of this vehicle to the response of other vehicles. For example, when this vehicle accelerates, the auxiliary drive system of the sub-vehicle immediately replenishes energy to avoid power interruption caused by energy transfer lag. The vehicle controller of the other vehicle directly executes the high-voltage instructions on the auxiliary drive, which can ensure that the high-voltage activation, energy output and other operations of the auxiliary drive system comply with the safety logic of the other vehicle itself, avoiding safety risks caused by cross-vehicle instructions. Furthermore, the key connection from status confirmation to actual execution of energy sharing between the parent and child vehicles is achieved through precise instruction forwarding and coordinated execution, which not only realizes the efficient use of energy, but also ensures the controllability and safety of the transmission process, improves the operational efficiency of the parent and child vehicles, extends the endurance and reduces energy consumption.

[0110] Figure 9 This is a schematic diagram of the structure of a vehicle state control device provided in an embodiment of the present application. Figure 9As shown, the vehicle state control device 60 is applied to the vehicle energy system of any vehicle in the parent-child vehicle, and the vehicle state control device 60 includes: The sending module 61 is configured to send a heartbeat signal via a low-voltage communication interface of a rescue and repair interface when the vehicle's maintenance and rescue controller receives a pressing signal of a maintenance and rescue switch in the vehicle energy system of the vehicle. The maintenance and rescue controller of the vehicle is the maintenance and rescue controller in the maintenance and rescue interface system of the vehicle energy system of any vehicle. A determination module 62 is configured to determine that the state of the rescue and repair interface is a bidirectional connection state if the maintenance and rescue controller of the own vehicle receives a heartbeat feedback signal fed back by the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and repair interface; The sending module 63 is used for the maintenance and rescue controller of the own vehicle to send a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle puts the own vehicle into a controlled state; The setting module 64 is used to set the maintenance and rescue controller of the vehicle to the master control state if the maintenance and rescue controller of the vehicle receives the control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface.

[0111] In an optional embodiment, the sending module 63 is also used for: the maintenance and rescue controller of this vehicle receives the working status of the power battery system on the other vehicle sent by the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface; the sending module 63 is specifically used for: if the working status of the power battery systems on the other vehicle and this vehicle are both in a low-voltage working state and an uncharged state, then the maintenance and rescue controller of this vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface.

[0112] In an optional embodiment, the vehicle state control device 60 is further used for: if the state of the rescue and maintenance interface is a non-bidirectional connection state, and only the working state of the power battery system of the vehicle is a low-voltage working state, then the maintenance and rescue controller of the vehicle sends a release control message to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle puts the vehicle into the automatic control state; if the maintenance and rescue controller of the vehicle receives the release control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, then the maintenance and rescue controller of the vehicle The rescue controller sets the vehicle to the self-controlled state; or, if the state of the rescue and maintenance interface is a non-bidirectional connection state, and either the power battery system of the vehicle or the other vehicle has a charging demand, the maintenance and rescue controller of the vehicle sends a release control message to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle sets the vehicle to the self-controlled state; if the maintenance and rescue controller of the vehicle receives the release control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the vehicle sets the vehicle to the self-controlled state.

[0113] In an optional embodiment, the vehicle status control device 60 is also used for: if the working status of the power battery systems on the other vehicle and the vehicle are both in a low-voltage working status, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlock connector between the vehicle and the other vehicle is in a control state that allows closing; if the state of the rescue maintenance interface is a non-bidirectional connection state, the vehicle is not in a master control state, and the working status of any power battery system in the other vehicle and the vehicle is a non-low-voltage working state or a charging state, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlock connector between the vehicle and the other vehicle is in a control state that allows switching.

[0114] In an optional embodiment, the vehicle status control device 60 is also used to: if the status of the rescue and maintenance interface is a two-way connection state, the maintenance and rescue controller of the vehicle determines whether the preset temperature abnormality condition is met based on the temperature status of the connection between the maintenance and rescue interface and the high-voltage interlock connector; if the preset temperature abnormality condition is met, the maintenance and rescue controller of the vehicle determines the driving limit power corresponding to the temperature status.

[0115] In an optional embodiment, the vehicle status control device 60 is also used for: if the state of the rescue and maintenance interface is an unconnected state, and the power battery system in the vehicle energy system of the vehicle is in a high-voltage interlocking state, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking state is an internal high-voltage interlocking state; if the state of the rescue and maintenance interface is a single-line connection state, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking state is a connection fault state; if the state of the rescue and maintenance interface is a two-way connection state, and any power battery system in the vehicle and the other vehicle is in an interlocking fault state, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking state is a high-voltage interlocking fault state.

[0116] In an optional embodiment, the vehicle state control device 60 is also used for: if the vehicle is in the main control state, the maintenance and rescue controller of the vehicle forwards the auxiliary drive high-voltage instruction to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle forwards the auxiliary drive high-voltage instruction to the whole vehicle controller of the other vehicle, so that the whole vehicle controller performs auxiliary drive energy transfer to the vehicle by executing the auxiliary drive high-voltage instruction.

[0117] It should be noted that for details not disclosed in the vehicle state control device of the embodiment of the present application, please refer to the details disclosed in the vehicle state control method of the embodiment of the present application, and the details will not be repeated here.

[0118] The above modules can be one or more integrated circuits configured to implement the above methods, such as one or more application-specific integrated circuits (ASICs), one or more microprocessors, or one or more field programmable gate arrays (FPGAs). For example, when a module is implemented by scheduling program code through a processing element, the processing element can be a general-purpose processor, such as a central processing unit (CPU) or other processor that can call program code. For another example, these modules can be integrated together and implemented in the form of a system-on-a-chip (SOC).

[0119] Optionally, an embodiment of the present application further provides a readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the processor executes the steps of the vehicle state control method using a mobile storage medium in the above embodiment. The specific implementation and technical effects are similar and will not be further described here.

[0120] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the functional units in the various embodiments of the present application can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of hardware plus software functional units.

[0121] The above-mentioned integrated unit implemented in the form of a software functional unit can be stored in a computer-readable storage medium. The above-mentioned software functional unit is stored in a storage medium and includes a number of instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) or a processor (English: processor) to perform some steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: a USB flash drive, a mobile hard disk, a read-only memory (English: Read-Only Memory, abbreviated: ROM), a random access memory (English: Random Access Memory, abbreviated: RAM), a disk or an optical disk, and other media that can store program code.

[0122] The above description is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, various modifications and variations of the present application are possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A maintenance and rescue interface system, characterized in that: The maintenance and rescue interface system is provided on any vehicle in the mother-and-child vehicle, and includes: a maintenance and rescue switch and a maintenance and rescue controller provided inside the vehicle, and a maintenance and rescue interface provided outside the vehicle; The maintenance and rescue switching switch is connected to the maintenance and rescue controller, and the maintenance and rescue controller and the power battery system on the vehicle are both communicatively connected to the vehicle controller on the vehicle. The power battery system and the maintenance and rescue controller are respectively connected to the high-voltage power supply interface and the low-voltage communication interface of the maintenance and rescue interface; the high-voltage power supply interface and the low-voltage communication interface of the maintenance and rescue interface are respectively used to connect to the high-voltage power supply interface and the low-voltage communication interface on the maintenance and rescue interface of other vehicles.

2. A vehicle energy system, characterized in that: Any vehicle in a mother-and-child vehicle, wherein the vehicle energy system comprises at least: the maintenance and rescue interface system according to claim 1, a power battery system and a vehicle controller arranged on the vehicle body; The vehicle controller is communicatively connected to the power battery system, and the maintenance and rescue switching switch in the maintenance and rescue interface system is also connected to the vehicle controller.

3. A parent-child vehicle energy sharing system, characterized in that: At least: A vehicle energy system arranged on a mother vehicle, and a vehicle energy system arranged on a sub-vehicle, wherein the maintenance and rescue interface in the maintenance and rescue interface system in the vehicle energy system of the mother vehicle is connected to the maintenance and rescue interface in the maintenance and rescue interface system in the vehicle energy system on the sub-vehicle, wherein the vehicle energy system of the mother vehicle and the vehicle energy system on the sub-vehicle are both the vehicle energy systems described in claim 2 above.

4. A vehicle state control method, characterized in that: A vehicle energy system applied to any vehicle in a multi-vehicle vehicle, wherein the vehicle energy system is the vehicle energy system according to claim 2; the method comprising: If the maintenance and rescue controller of the vehicle receives a pressing signal of the maintenance and rescue switch in the vehicle energy system of the vehicle, the maintenance and rescue controller of the vehicle sends a heartbeat signal through the low-voltage communication interface of the rescue and maintenance interface; wherein the maintenance and rescue controller of the vehicle is the maintenance and rescue controller in the maintenance and rescue interface system of the vehicle energy system of any vehicle; If the maintenance and rescue controller of the own vehicle receives a heartbeat feedback signal fed back by the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the own vehicle determines that the state of the rescue and maintenance interface is a two-way connection state; The maintenance and rescue controller of the own vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle puts the other vehicle into a controlled state; If the maintenance and rescue controller of the own vehicle receives control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the own vehicle sets the own vehicle to the master control state.

5. The vehicle state control method according to claim 4, characterized in that: Before the maintenance and rescue controller of the own vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the method further includes: The maintenance and rescue controller of the vehicle receives the working status of the power battery system on the other vehicle sent by the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface; The maintenance and rescue controller of the own vehicle sends a control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, including: If the working states of the power battery systems on the other vehicle and the own vehicle are both in a low-voltage working state and an uncharged state, the maintenance and rescue controller of the own vehicle sends the control request to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface.

6. The vehicle state control method according to claim 4, characterized in that: The method further comprises: If the state of the rescue and repair interface is a non-bidirectional connection state, and only the operating state of the power battery system of the own vehicle is a low-voltage operating state, the repair and rescue controller of the own vehicle sends a release control message to the repair and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and repair interface, so that the repair and rescue controller of the other vehicle puts the other vehicle into an automatic control state; If the maintenance and rescue controller of the vehicle receives the release control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the vehicle sets the vehicle to the automatic control state; or If the state of the rescue and repair interface is a non-bidirectional connection state, and any of the power battery systems of the host vehicle and the other vehicle has a charging demand, the repair and rescue controller of the host vehicle sends a release control message to the repair and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and repair interface, so that the repair and rescue controller of the other vehicle puts the other vehicle into an automatic control state; If the maintenance and rescue controller of the own vehicle receives the release control feedback from the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, the maintenance and rescue controller of the own vehicle sets the own vehicle to an automatic control state.

7. The vehicle state control method according to claim 5, characterized in that: The method further comprises: If the operating states of the power battery systems of the other vehicle and the host vehicle are both in a low-voltage operating state, the maintenance and rescue controller of the host vehicle determines that the high-voltage interlock connector between the host vehicle and the other vehicle is in a closed control state; If the state of the rescue and maintenance interface is a non-bidirectional connection state, the vehicle is not in the master control state, and the working state of any power battery system in the other vehicle and the vehicle is a non-low-voltage working state or a charging state, then the maintenance and rescue controller of the vehicle determines that the high-voltage interlocking connector between the vehicle and the other vehicle is in a state that allows switching control.

8. The vehicle state control method according to claim 4, characterized in that: The method further comprises: If the state of the rescue and repair interface is a two-way connection state, the repair and rescue controller of the vehicle determines whether a preset temperature abnormality condition is met according to the temperature state of the connection between the repair and repair interface and the high-voltage interlock connector; If the preset temperature abnormality condition is met, the maintenance and rescue controller of the vehicle determines the driving power limit corresponding to the temperature state.

9. The vehicle state control method according to claim 4, characterized in that: The method further comprises: If the state of the rescue and repair interface is the disconnected state, and the power battery system in the vehicle energy system of the host vehicle is in the high-voltage interlock state, the repair and rescue controller of the host vehicle determines that the high-voltage interlock state is the internal high-voltage interlock state; If the state of the rescue and repair interface is a single-line connection state, the repair and rescue controller of the vehicle determines that the high-voltage interlock state is a connection fault state; If the state of the rescue and maintenance interface is a bidirectional connection state, and any power battery system in the vehicle and the other vehicle is in an interlocking fault state, the maintenance and rescue controller of the vehicle determines that the high-voltage interlock state is a high-voltage interlocking fault state.

10. The vehicle state control method according to claim 4, characterized in that: The method further comprises: If the vehicle is in the main control state, the maintenance and rescue controller of the vehicle forwards the auxiliary drive high-voltage instruction to the maintenance and rescue controller of the other vehicle through the low-voltage communication interface of the rescue and maintenance interface, so that the maintenance and rescue controller of the other vehicle forwards the auxiliary drive high-voltage instruction to the whole vehicle controller of the other vehicle, so that the whole vehicle controller performs auxiliary drive energy transfer to the vehicle by executing the auxiliary drive high-voltage instruction.

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