Charging control method based on charging system

Abstract

The invention provides a charging control method based on a charging system, and relates to the field of energy control of new energy commercial vehicles, and the system comprises a maintenance rescue interface controller, a power domain controller and a power battery system. The power domain controller and the power battery system are in communication connection with the maintenance rescue interface controller; the method comprises the steps that a charged vehicle and a charged vehicle wait for safety time after being put down in high voltage; the charging vehicle and the charged vehicle comprise a charging system, an instrument and an external maintenance rescue interface; the maintenance rescue interfaces of the two vehicles are connected; monitoring whether the maintenance rescue interface connection state, the high-voltage interlocking state and the temperature of the high-voltage connector of the charging vehicle and the charged vehicle are all normal or not, and respectively displaying on an instrument; and if all the vehicles are normal, after the charged vehicle is in the high-voltage state, the charged vehicle is charged through the charging vehicle. According to the scheme, only the two vehicles need to be provided with the maintenance rescue interfaces, when the electric quantity of any vehicle is insufficient, the other vehicle can be used for charging the vehicle, and convenience is provided for a user.

Description

Technical Field

[0001] This invention relates to the field of energy control technology for new energy commercial vehicles, and in particular to a charging control method based on a charging system. Background Technology

[0002] During long-distance transportation, new energy commercial vehicles may become unable to continue driving due to insufficient battery power. By borrowing battery power from other vehicles, the vehicle can be temporarily recharged, ensuring continued driving for a certain distance and enabling emergency assistance. The current solution involves two junction boxes (without relays) for vehicles A and B respectively. If vehicle A needs to use vehicle B's battery to charge itself, the external sockets of the two junction boxes must be connected via a connecting cable. Then, a switch is pressed, and following the connection readiness indicator on the instrument panel, vehicle A's key is turned to the Start position. Vehicle A can then control vehicle B's power battery to close its main positive and negative contactors, energizing vehicle B's auxiliary circuit. Once vehicle A's main and auxiliary circuits are energized, it can use vehicle B's battery to charge itself. Low-voltage communication between the two vehicles is achieved through an additional controller. While this solution allows vehicle B's battery to charge vehicle A, vehicle B cannot use vehicle A's battery to charge itself. The design is relatively rigid, and the solution does not consider high-voltage interlock monitoring and temperature monitoring during the coordinated control of high and low voltage power-up of the two vehicles, posing certain safety hazards. Summary of the Invention

[0003] This invention aims to at least solve the aforementioned technical problems existing in the prior art. To this end, this invention proposes a charging control method based on a charging system, wherein the charging system includes a maintenance and rescue interface controller, a power domain controller, and a power battery system; the power domain controller, the power battery system, and the maintenance and rescue interface controller are communicatively connected; the method includes:

[0004] After the charging vehicle and the vehicle being charged are connected to the high voltage, they wait for a preset safety time. Both the charging vehicle and the vehicle being charged include the charging system and instruments, and are equipped with an external maintenance and rescue interface. The maintenance and rescue interface includes a high-voltage connector, which includes two high-voltage lines and has built-in positive and negative temperature sensors.

[0005] Connect the maintenance and rescue interfaces of the two vehicles by connecting the high-voltage connector of the charging vehicle and the high-voltage connector of the vehicle being charged. Turn on the maintenance and rescue interface switches on both vehicles and turn the keys on both vehicles to the ON position. The maintenance and rescue interface switches are connected to the maintenance and rescue interface controller.

[0006] The system monitors whether the connection status of the maintenance and rescue interface, the high-voltage interlock status, and the temperature of the high-voltage connector on both the charging vehicle and the vehicle being charged are normal, and displays these statuses on the instrument via icons.

[0007] If everything is normal, then apply high voltage to the vehicle to be charged, and then apply high voltage to the battery and auxiliary area of ​​the vehicle being charged.

[0008] After the vehicle being charged is in a high-voltage state, the charging vehicle charges the vehicle being charged.

[0009] Optionally, during the charging process, the connection status of the maintenance and rescue interface on the charging vehicle and the vehicle being charged, the high-voltage interlock status, and the temperature of the high-voltage connector are all monitored to ensure they are all normal, and these are displayed on the instrument panel via icons.

[0010] Optionally, monitor whether the high-voltage interlock status of the charging vehicle and the vehicle being charged is normal, including:

[0011] If both high-voltage lines of the charging vehicle and the vehicle being charged are connected, the high-voltage interlock status of the charging vehicle and the vehicle being charged is considered normal; otherwise, the high-voltage interlock status of the charging vehicle and the vehicle being charged is considered abnormal.

[0012] Optionally, monitor whether the connection status of the maintenance and rescue interface on the charging vehicle and the vehicle being charged is normal, including:

[0013] The system monitors whether the charging vehicle can receive a first vehicle signal sent by the vehicle being charged, and whether the vehicle being charged can receive a second vehicle signal sent by the charging vehicle; the first vehicle signal is the CAN signal of the vehicle being charged; the second vehicle signal is the CAN signal of the charging vehicle.

[0014] If the charging vehicle cannot receive the signal from the first vehicle and the vehicle being charged cannot receive the signal from the second vehicle, it is determined that the maintenance and rescue interface is not connected, and the connection status is a fault status.

[0015] If only the charging vehicle receives the signal from the first vehicle, or only the vehicle being charged receives the signal from the second vehicle, it is determined that the maintenance and rescue interface is single-wire connected and the connection status is faulty.

[0016] If the charging vehicle receives the signal from the first vehicle and the vehicle being charged receives the signal from the second vehicle, it is determined that the maintenance and rescue interface is connected via two wires and the connection status is normal.

[0017] Optionally, monitor the temperature of the high-voltage connectors on both the charging vehicle and the vehicle being charged to ensure they are within normal limits, including:

[0018] If the temperature of either the positive or negative temperature sensor on the charging vehicle or the vehicle being charged is outside the preset temperature range, the temperature of the high-voltage connector on both the charging vehicle and the vehicle being charged is determined to be abnormal.

[0019] Optionally, it also includes:

[0020] The fault status of the maintenance and rescue interface controller is determined by the diagnostic message and displayed on the instrument.

[0021] The beneficial effects of a charging control method based on a charging system are as follows: This application's charging method based on a maintenance and rescue interface only requires two vehicles to have maintenance and rescue interfaces, allowing the other vehicle to charge the vehicle when its battery is low, providing convenience for users; this application adds two high-voltage interlocks to the maintenance and rescue interface, which provides a safer guarantee compared to connecting through a single high-voltage line, effectively monitoring and preventing the risk of electric shock; this solution can determine the fault status of the maintenance and rescue interface controller through diagnostic messages, improving troubleshooting efficiency. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of a charging system provided in an embodiment of the present invention;

[0023] Figure 2 A flowchart of a charging control method based on a charging system provided in an embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram of the high-voltage line connection of an existing high-voltage interlock module;

[0025] Figure 4 This is a schematic diagram showing the connection of two high-voltage lines in an embodiment of the present invention;

[0026] Figure 5 This is a schematic diagram showing a high-voltage line disconnected in an embodiment of the present invention. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of embodiments of this disclosure, unless otherwise stated, "a plurality of" means two or more. Furthermore, the use of "based on" or "according to" implies openness and inclusiveness, because processes, steps, calculations, or other actions "based on" or "according to" one or more of the stated conditions or values ​​may in practice be based on additional conditions or beyond the stated values.

[0029] This invention provides a charging control method based on a charging system, such as... Figure 1 As shown, the charging system includes a maintenance and rescue interface controller, a power domain controller, and a power battery system; the power domain controller, the power battery system, and the maintenance and rescue interface controller are communicatively connected.

[0030] For ease of explanation, Figure 1 The vehicle on the left is referred to as vehicle A, and the vehicle on the right as vehicle B. Besides the maintenance and rescue interface controller, power domain controller, and power battery system, vehicles A and B also include their instrument clusters. The power domain controllers, instrument clusters, and power battery systems in both vehicles communicate with their respective maintenance and rescue interface controllers via CAN signals. The maintenance and rescue interface controllers of vehicles A and B also communicate with each other via CAN signals.

[0031] Specifically, the maintenance and rescue interface controller can realize the connection status detection of vehicle A and vehicle B, the external discharge power supply status conversion, the high-voltage control takeover of the vehicle, and the fault monitoring function of the vehicle high-voltage system; the power domain system controller mainly handles the execution of vehicle commands and completes the control of vehicle status functions; the instrument is used to display vehicle status information, such as the connection status of the maintenance and rescue interface line, the high-voltage interlock status of the maintenance and rescue interface, and high-voltage failure prompt information; the power battery system is an energy storage module used to manage the charging and discharging of the power battery.

[0032] If vehicle B needs to charge its battery using vehicle A's battery, then vehicle A is the charging vehicle and vehicle B is the vehicle being charged. The information exchange logic between the two vehicles is as follows: vehicle A's power battery system-related messages are transmitted to vehicle A's maintenance and rescue interface controller. Vehicle A's maintenance and rescue interface controller then exchanges messages with vehicle B's maintenance and rescue interface controller. Vehicle B's maintenance and rescue interface controller then interacts with vehicle B's power domain controller to achieve battery charging control. Battery charging control relies on the battery's internal charging mechanism. For independent vehicles, when their own batteries are working, their main positive contactor and main / auxiliary contactor have a mechanism for opening and closing. They also have an insulation detector to monitor high voltage. The specific working mechanism is the same as the charging mechanism of current new energy vehicles. The solution in this embodiment is a vehicle mutual charging solution. When vehicle B needs to use vehicle A's battery power, the positive terminals of the batteries in both vehicles need to be connected to each other, and the negative terminals to each other. Simultaneously, an insulation detector is used for monitoring. If both vehicles have insulation detector readings, neither vehicle can apply high voltage, thus preventing battery charging. In summary, based on the battery's internal charging logic, once connected, vehicle B can use vehicle A's battery to operate. Similarly, if vehicle A wants to use vehicle B's battery to charge itself, the message exchange logic is the same, and therefore will not be described in detail. It should be noted that the power domain controller and the power battery system communicate via CAN through the maintenance and rescue interface controller.

[0033] like Figure 2 As shown, the method includes:

[0034] Step 101: After the charging vehicle and the vehicle being charged are connected to the high voltage, wait for a preset safety time; wherein, both the charging vehicle and the vehicle being charged include the charging system and instruments, and are equipped with an external maintenance and rescue interface; the maintenance and rescue interface includes a high voltage connector, the high voltage connector includes two high voltage lines, and the high voltage connector has built-in positive and negative temperature sensors.

[0035] For example, the safety time can be set to 15 minutes.

[0036] Step 102: Connect the maintenance and rescue interfaces of the two vehicles through the high-voltage connector of the charging vehicle and the high-voltage connector of the vehicle being charged. Turn on the maintenance and rescue interface switches on both vehicles and turn the keys on both vehicles to the ON position. The maintenance and rescue interface switches are connected to the maintenance and rescue interface controller.

[0037] The vehicle's power source status can be distinguished by switching the maintenance and rescue interface switch. There are two methods: one is to switch the maintenance and rescue interface switch to the active state, which switches the vehicle's power source status to external power, that is, to power the vehicle through the battery of another vehicle; the other is to switch the maintenance and rescue interface switch to the inactive state, which switches the vehicle's power source to internal power, that is, the vehicle can meet its usage needs by the power of its own battery.

[0038] Specifically, multiple hardwires are used to wake up another vehicle. In this embodiment, the hardwires include an external wake-up hardwire, an ON position hardwire, and an ACC hardwire. Compared to CAN signals, hardwires can respond faster to power-on enable control of the vehicle. If control is via CAN, it will affect the functions of other controllers in the other vehicle. By enabling the external wake-up hardwire signal, the ON position hardwire signal, and the ACC hardwire signal, the maintenance and rescue interface status can be switched to active, waking up the external vehicle. When the ON position signal becomes active, control of the other vehicle can be achieved, thus enabling charging control. Correspondingly, when the external vehicle's battery is not needed to meet charging requirements, the output of the hardwire wake-up signal is stopped.

[0039] If you want to charge the vehicle being charged through the charging vehicle, switch the maintenance and rescue interface switch of the charging vehicle to the disabled state and switch the maintenance and rescue interface switch of the vehicle being charged to the enabled state.

[0040] Step 103: Monitor the connection status of the maintenance and rescue interface, the high-voltage interlock status, and the temperature of the high-voltage connector on the charging vehicle and the vehicle being charged to ensure that they are all normal, and display them on the instrument through icons.

[0041] In one possible implementation, monitoring the connection status of the maintenance and rescue interfaces on the charging vehicle and the vehicle being charged includes:

[0042] The system monitors whether the charging vehicle can receive a first vehicle signal sent by the vehicle being charged, and whether the vehicle being charged can receive a second vehicle signal sent by the charging vehicle; the first vehicle signal is the CAN signal of the vehicle being charged; the second vehicle signal is the CAN signal of the charging vehicle.

[0043] If the charging vehicle cannot receive the signal from the first vehicle and the vehicle being charged cannot receive the signal from the second vehicle, it is determined that the maintenance and rescue interface is not connected, and the connection status is a fault status.

[0044] If only the charging vehicle receives the signal from the first vehicle, or only the vehicle being charged receives the signal from the second vehicle, it is determined that the maintenance and rescue interface is single-wire connected and the connection status is faulty.

[0045] If the charging vehicle receives the signal from the first vehicle and the vehicle being charged receives the signal from the second vehicle, it is determined that the maintenance and rescue interface is connected via two wires and the connection status is normal.

[0046] The presence of a lifeline is determined by monitoring the two CAN emergency contact interfaces, specifically in three scenarios: First, both CAN lifelines are abnormal, meaning the charging vehicle cannot receive the first vehicle's signal, and the vehicle being charged cannot receive the second vehicle's signal; the instrument panel displays "Not Connected," indicating a connection fault. Second, only one CAN lifeline is normal, meaning either the charging vehicle receives the first vehicle's signal, or only the vehicle being charged receives the second vehicle's signal; the instrument panel displays "Single-Wire Connection," indicating a connection fault. When the vehicle connection is faulty, external discharge is not permitted. Third, both CAN lifelines are normal, the charging vehicle receives the first vehicle's signal, and the vehicle being charged receives the second vehicle's signal; the instrument panel displays "Dual-Wire Connection," indicating a normal connection. External discharge is only possible when both wires are connected.

[0047] In one possible implementation, monitoring the temperature of the high-voltage connectors on both the charging vehicle and the vehicle being charged includes:

[0048] If the temperature of either the positive or negative temperature sensor on the charging vehicle or the vehicle being charged is outside the preset temperature range, the temperature of the high-voltage connector on both the charging vehicle and the vehicle being charged is determined to be abnormal.

[0049] Specifically, this embodiment of the invention uses built-in positive and negative temperature sensors in the high-voltage connector to monitor the temperature in real time. When an abnormal temperature is detected in either temperature sensor during the charging connection between the two vehicles, the temperature sensor will issue a fault alarm. It should be noted that the fault here refers to an abnormal temperature of the high-voltage connector on both the charging vehicle and the vehicle being charged. The temperature range here can be set by the implementer according to specific circumstances.

[0050] Additionally, when the two vehicles are connected via a two-wire connection, all four temperature sensors in both vehicles simultaneously monitor the temperature. If any temperature sensor detects a temperature greater than T1℃, the connector is considered to be in a high-temperature state. Temperature monitoring continues from this high-temperature state; if any temperature sensor detects a temperature greater than T3℃, the connector is considered to be in an over-temperature state. Once an over-temperature state is identified, if all temperature sensor temperatures are detected to be below T2℃, the connector is considered to be in a high-temperature state. Finally, once a high-temperature state is identified, if all temperature sensor temperatures are detected to be below T0℃, the connector is considered to be in a normal state. T0... <T1<T2<T3。

[0051] When the high-voltage connector is faulty or overheated, the vehicle will not be able to continue driving. When the high-voltage connector is overheated, the vehicle's power will be limited. The specific power limit is set by the implementer according to the situation. This embodiment of the invention does not impose specific limitations on this.

[0052] In one possible implementation, monitoring the high-voltage interlock status of the charging vehicle and the vehicle being charged includes:

[0053] If both high-voltage lines of the charging vehicle and the vehicle being charged are connected, the high-voltage interlock status of the charging vehicle and the vehicle being charged is considered normal; otherwise, the high-voltage interlock status of the charging vehicle and the vehicle being charged is considered abnormal.

[0054] Specifically, two sockets and plugs are designed for the maintenance and rescue interfaces of both the charging vehicle and the vehicle being charged. This means the maintenance and rescue interface connects via a socket and ultimately to the maintenance and rescue interface controller to meet the vehicle's power requirements. For simplicity, existing technology generally uses... Figure 3 The high-voltage line connection method is shown. This design can detect the high-voltage interlock status of the socket and plug after connection, but it has drawbacks. When two vehicles are connected, the interlock status between the socket and plug at the connection point is unknown. The ability to detect the high-voltage interlock status after connection refers to checking the interlock mechanism of the socket and plug within each controller of the maintenance and rescue interface. The lack of knowledge about the interlock status between the socket and plug at the connection point when two vehicles are connected means that maintenance and rescue interfaces 1 and 2 need to be reconnected. This connection is a prerequisite for mutual charging between the two vehicles, but it is unknown whether 1 and 2 are actually connected. If the connector is not properly aligned, the driver or user will not know whether the connection is correct. During high-voltage operation, there is a risk of voltage leakage at this point; touching it could pose a risk of electric shock.

[0055] Therefore, this embodiment of the invention designs a high-voltage line connection scheme, such as... Figure 4 As shown, specifically, the high-voltage connector contains a high-voltage line, which is divided into two lines. If either line is disconnected, that is, if the two high-voltage lines are not connected, the high-voltage interlock status is judged to be a fault state, which can also be called an abnormal state, and the status will be displayed on the instrument.

[0056] The maintenance and rescue interface controllers of the two vehicles are connected to two high-voltage connectors, and their wiring method is as follows: Figure 4 As shown, the circuit is divided into two paths. The connection line connects the a line of the maintenance and rescue interface controller 1 to the b line of the maintenance and rescue interface controller 2 to detect the interlock. The a lines of the two maintenance and rescue interface controllers are respectively connected to the b lines, that is, the a line of the charging vehicle is connected to the b line of the vehicle being charged, and the b line of the charging vehicle is connected to the a line of the vehicle being charged. Figure 4Taking the wiring in the upper left corner as an example, the socket and plug in the upper left corner of the maintenance and rescue interface controller 1 must be connected to the socket and plug in the lower right corner of the maintenance and rescue interface controller 2. The wire is wound around the socket and plug; this is the first path. Similarly, the high-voltage connection wires in the lower left and upper right corners constitute the second path. When monitoring the connection status, it is only necessary to judge based on the connection status of the two paths. This allows us to know both the internal high-voltage connection status and the high-voltage connection status when the two vehicles are connected. Specifically, for each controller of the maintenance and rescue interface, there is an interlock between its own socket and plug, and the sockets and plugs connected to the two controllers are also interlocked. This connection allows us to know the interlock status of both the controller and the other party. If one high-voltage line connection is faulty, it means that the two vehicles have not established a connection.

[0057] like Figure 5 As shown, this illustrates a situation where one of the high-voltage lines is disconnected and malfunctioning. Specifically, when the socket and plug are disconnected, i.e., the internal socket and plug of the maintenance and rescue interface controller 2 are disconnected, it is determined that one high-voltage line is disconnected. There will be high voltage between these two lines. If the high voltage is applied at this time, there is a risk of leakage. If someone accidentally touches it, there will be a safety hazard. Therefore, if the high-voltage connection line displayed on the instrument is in a fault state, i.e., the high-voltage interlock state is abnormal, this embodiment of the invention first performs a high-voltage operation on the vehicle and waits for a period of time before checking the connection line.

[0058] Compared to the maintenance and rescue interface controller that connects to only one high-voltage line, this embodiment of the invention uses two high-voltage lines connected to each other, providing better safety assurance and effectively monitoring and preventing the risk of electric shock. Furthermore, the cross-connection of the two high-voltage lines is simpler and more convenient.

[0059] Step 104: If everything is normal, then apply high voltage to the vehicle to be charged, and then apply high voltage to the battery and auxiliary area of ​​the vehicle to be charged.

[0060] If everything is normal, the connection is considered successful, and a green "service and rescue" icon will be displayed on the instrument panel. Otherwise, a red icon will be displayed, along with an indication of the cause of the abnormality, thus quickly locating the cause of the vehicle connection failure.

[0061] Step 105: After the vehicle being charged is in a high-voltage state, charge the vehicle being charged through the charging vehicle.

[0062] Through the above process, the charging vehicle can charge the vehicle being charged.

[0063] In one possible implementation, during the charging process, the connection status of the maintenance and rescue interface on the charging vehicle and the vehicle being charged, the high-voltage interlock status, and the temperature of the high-voltage connector are all monitored to ensure they are all normal, and these are displayed on the instrument via icons.

[0064] Specifically, the methods for determining the connection status of the repair and rescue interface, the high-voltage interlock status, and the temperature of the high-voltage connector during the charging process are the same as those in step 103, and therefore will not be described again.

[0065] In one possible implementation, it also includes:

[0066] The fault status of the maintenance and rescue interface controller is determined by the diagnostic message and displayed on the instrument.

[0067] To promptly obtain the fault status of the maintenance and rescue interface controller, diagnostic messages are added to the design, and the fault status is displayed on instruments. During troubleshooting, the fault codes displayed on the instruments can be used to quickly locate the cause of the fault in the diagnostic investigation form. In this embodiment of the invention, the 1939 diagnostic message is used.

[0068] When the maintenance and rescue interface is in a two-wire connection state, if the charging vehicle's charging status changes from charging to not charging, and the external maintenance and rescue interface's charging status also changes from charging to not charging, and a high-voltage request is received, the key of the vehicle being charged will be turned to the non-ON position. High voltage will be applied to the main and auxiliary charging zones of the vehicle being charged, and then to the auxiliary charging zone of the vehicle being charged. After the high voltage application to the main and auxiliary charging zones of both vehicles is complete, the high voltage will be applied to the battery of the vehicle being charged. After waiting 15 minutes after the high voltage is applied, the maintenance and rescue interface switch will be turned off, and then the high-voltage connection between the two vehicles will be disconnected to disable the charging and discharging function between the vehicles.

[0069] It should be noted that if the maintenance and rescue interface of the two vehicles is connected in a single-wire connection, charging is not allowed; if the maintenance and rescue interface of the two vehicles is connected in a double-wire connection, both vehicles need to be disconnected from the high voltage after the vehicle being charged has finished charging. After disconnecting the power, the vehicle that needs charging should be reconnected to the high voltage for charging.

[0070] This invention relates to a charging method based on a maintenance and rescue interface. It only requires reserving a maintenance and rescue interface on the vehicle and adding a maintenance and rescue interface plug-in. By connecting the additional power lines of two vehicles, it enables external discharge and internal charging. When the battery of any vehicle with this configuration is low, another vehicle with the same configuration can be used to charge it, providing convenience for users and facilitating emergency rescue. This application adds two high-voltage interlocks to the maintenance and rescue interface. Compared to connecting via a single high-voltage line, connecting via two high-voltage lines provides greater safety and effectively monitors and prevents the risk of electric shock. This solution can determine the fault status of the maintenance and rescue interface controller through diagnostic messages, improving troubleshooting efficiency.

[0071] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions within the technical scope disclosed in the present invention should be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A charge control method based on a charging system, characterized by, The charging system comprises a maintenance rescue interface controller, a power domain controller and a power battery system; the power domain controller, the power battery system and the maintenance rescue interface controller are in communication connection; the method comprises the following steps: The charging vehicle and the charged vehicle are lowered to the high voltage state and wait for a preset safety time; wherein, the charging vehicle and the charged vehicle both comprise the charging system, an instrument and an external maintenance rescue interface; the maintenance rescue interface comprises a high voltage connector, the high voltage connector comprises two high voltage lines, and the high voltage connector is internally provided with positive and negative temperature sensors; The maintenance rescue interfaces of the two vehicles are connected through the high voltage connectors of the charging vehicle and the charged vehicle, the maintenance rescue interface switches of the two vehicles are opened respectively, and the keys of the two vehicles are turned to the ON gear; the maintenance rescue interface switches are connected to the maintenance rescue interface controller; The connection state of the maintenance rescue interfaces, the high voltage interlocking state and the temperature of the high voltage connector of the charging vehicle and the charged vehicle are monitored, and the icons on the instrument are used to display the states respectively; If all the states are normal, the high voltage of the charged vehicle is connected, the high voltage of the battery of the charging vehicle is connected, and the high voltage of the auxiliary area of the charging vehicle is connected; After the charged vehicle is in the high voltage state, the charging vehicle charges the charged vehicle.

2. The charge control method of a charging system according to claim 1, characterized by, During the charging process, the connection state of the maintenance rescue interfaces, the high voltage interlocking state and the temperature of the high voltage connector of the charging vehicle and the charged vehicle are continuously monitored, and the icons on the instrument are used to display the states respectively.

3. The charging control method of a charging system according to claim 2, characterized by, The high voltage interlocking state of the charging vehicle and the charged vehicle is monitored, which comprises the following steps: If the two high voltage lines of the charging vehicle and the charged vehicle are both in the connection state, it is judged that the high voltage interlocking state of the charging vehicle and the charged vehicle is normal; otherwise, the high voltage interlocking state of the charging vehicle and the charged vehicle is abnormal.

4. The charging control method of a charging system according to claim 2, characterized by, The connection state of the maintenance rescue interfaces of the charging vehicle and the charged vehicle is monitored, which comprises the following steps: The first vehicle signal sent by the charged vehicle and the second vehicle signal sent by the charging vehicle are monitored; the first vehicle signal is the CAN signal of the charged vehicle; the second vehicle signal is the CAN signal of the charging vehicle; If the charging vehicle cannot receive the first vehicle signal and the charged vehicle cannot receive the second vehicle signal, it is judged that the maintenance rescue interface is not connected, and the connection state is a fault state; If only the charging vehicle receives the first vehicle signal or only the charged vehicle receives the second vehicle signal, it is judged that the maintenance rescue interface is single-line connected, and the connection state is a fault state; If the charging vehicle receives the first vehicle signal and the charged vehicle receives the second vehicle signal, it is judged that the maintenance rescue interface is double-line connected, and the connection state is a normal state.

5. The charge control method of a charging system according to claim 2, characterized by, The temperature of the high voltage connector of the charging vehicle and the charged vehicle is monitored, which comprises the following steps: If the temperature of any temperature sensor among the positive and negative temperature sensors of the charging vehicle and the charged vehicle is not in the preset temperature range, it is judged that the temperature of the high voltage connector of the charging vehicle and the charged vehicle is abnormal.

6. The charging control method of a charging system according to claim 1, characterized by, Further comprising the following steps: The fault state of the maintenance rescue interface controller is determined through a diagnostic message, and the instrument is used to display the fault state.

Images