Mobile charging system, charging management method, electronic device, storage medium, and program product

Abstract

The invention provides a mobile charging system, a charging management method, electronic equipment, a storage medium and a program product, and relates to the technical field of electric power. According to the system, centralized transportation, unified management and batch energy complementation of a plurality of child vehicles are realized through a child-mother vehicle framework, the transfer efficiency and deployment flexibility of the child vehicles are greatly improved, the charging requirements of various scenes are met, multi-order concurrent response can be realized by dispersedly releasing the child vehicles, and the problem that the single-vehicle operation efficiency of traditional mobile charging equipment is low is solved; according to the intelligent series-parallel switching mode, rapid equalization of the multiple sub-vehicle batteries can be achieved in the parallel connection mode, current impact caused by direct series connection due to too large parameter difference is avoided, the battery modules are effectively protected, the service life of the battery modules is prolonged, then a high-voltage charging loop is constructed in the series connection mode, and the overall charging speed and the energy complementing efficiency are effectively improved.

Description

Technical Field

[0001] This application relates to the field of power technology, and more specifically, to a mobile charging system, a charging management method, an electronic device, a storage medium, and a program product. Background Technology

[0002] With the rapid development of the global new energy vehicle industry, the construction and operation of charging infrastructure has become a core factor affecting the further popularization of the industry. Currently, the mainstream charging model is still based on "vehicle finding a charging station," relying on the layout of fixed charging piles. However, the construction of fixed charging piles is constrained by many limitations such as land resources, power capacity expansion, investment costs, and approval cycles, making it difficult to efficiently match their layout with the dynamically growing and unevenly distributed charging demand.

[0003] To overcome the physical limitations of fixed charging stations, the concept of "mobile charging stations finding vehicles" has emerged, leading to the development of mobile charging vehicles or robots. These solutions typically integrate battery systems, charging modules, drive units, and navigation systems into a single device, providing charging services to vehicles through autonomous or remote-controlled movement, thus initially realizing a shift in service models.

[0004] However, existing mobile charging solutions mostly adopt a loop model of "independent vehicle" or "single base station with single vehicle". Each mobile charging unit needs to return to its dedicated base station independently for charging, which makes it impossible to achieve centralized scheduling and parallel charging of multiple vehicles. This results in low overall transfer efficiency, difficulty in coping with the concurrent demand of multiple orders during peak periods, and limited operational scale. Summary of the Invention

[0005] The purpose of this application is to provide a mobile charging system, charging management method, electronic device, storage medium and program product to improve the problem that the prior art cannot realize centralized scheduling and parallel charging of multiple vehicles, resulting in low overall transportation efficiency.

[0006] In a first aspect, embodiments of this application provide a mobile charging system, which includes a main control system, a mother vehicle, and multiple daughter vehicles. The mother vehicle and the multiple daughter vehicles are all remotely connected to the main control system. The multiple daughter vehicles are detachably connected to the mother vehicle, and the battery packs of the multiple daughter vehicles are connected through the electrical connection system of the mother vehicle. The main control system is used to acquire the first battery status parameters of each sub-vehicle connected to the mother vehicle; The main control system is also used to switch the electrical connection between the battery packs of each sub-vehicle to parallel mode when the first battery state parameter meets the parallel balance condition, and to collect the second battery state parameter of each sub-vehicle in the parallel mode, wherein the parallel balance condition includes that the difference between the first battery state parameters of each sub-vehicle is less than a set difference. The main control system is also used to switch the electrical connection between the battery packs of each sub-vehicle to a series mode when the second battery state parameter meets the series charging condition, and to charge each sub-vehicle in the series mode, wherein the series charging condition includes that the second battery state parameter of each sub-vehicle is less than a set safety threshold.

[0007] In the above implementation process, the parent-child vehicle architecture enables centralized transportation, unified management, and batch charging of multiple child vehicles, significantly improving the transfer efficiency and deployment flexibility of the child vehicles, adapting to the charging needs of various scenarios, and enabling concurrent response to multiple orders by releasing child vehicles in a distributed manner, thus solving the pain point of low single-vehicle operation efficiency of traditional mobile charging equipment. The intelligent series-parallel switching method can first achieve rapid balancing of batteries of multiple child vehicles in parallel mode, avoiding the current impact caused by direct series connection due to excessive parameter differences, effectively protecting the battery module and extending its service life. Subsequently, a high-voltage charging circuit is constructed in series mode, effectively improving the overall charging speed and energy replenishment efficiency.

[0008] Optionally, the main control system is further configured to switch the electrical connection between the battery packs of each sub-vehicle to a series mode when the first battery state parameters do not meet the parallel balancing condition but meet the series charging condition, and to charge each sub-vehicle in the series mode.

[0009] In the above implementation process, the design of directly switching to series mode when the first battery state parameters do not meet the parallel equalization conditions but meet the series charging conditions avoids the time loss caused by waiting for the sub-vehicle parameters to be equalized, and improves the overall efficiency of sub-vehicle charging. At the same time, this design can be adapted to scenarios where the initial state of the sub-vehicles is significantly different but all within the safety threshold. It directly increases the total voltage through series connection to achieve high-voltage fast charging, which not only ensures the safety of the charging process, but also flexibly meets the charging needs of different sub-vehicles and reduces unnecessary equalization time.

[0010] Optionally, the mother vehicle includes a switching circuit for selectively connecting the battery packs of multiple daughter vehicles in parallel or series mode; the switching circuit is connected to the main control system. The switching circuit includes multiple relay groups, each relay group corresponding to the battery pack of a sub-vehicle. The main control system is used to control the on / off state of different relay groups to realize the parallel or series connection of the battery packs of each sub-vehicle.

[0011] In the above implementation process, the design of each sub-vehicle corresponding to an independent relay group enables the main control system to accurately control the on / off state of one or more sub-vehicle relay groups. This allows for the rapid completion of parallel balancing or series fast charging switching of all sub-vehicle battery packs, as well as the isolation of faulty sub-vehicles to avoid affecting the overall circuit and improve system operational stability.

[0012] Optionally, the first battery state parameter includes battery voltage and / or battery state of charge, and the second battery state parameter includes battery current, battery voltage and / or battery state of charge.

[0013] Optionally, the mother car includes a thermal management system, and the plurality of daughter cars are connected to the mother car through a thermal management channel. The thermal management system is used to regulate the temperature of the plurality of daughter cars in series mode.

[0014] In the above implementation process, the battery packs of the sub-vehicles in series mode form a high-voltage circuit for centralized fast charging, which significantly improves the battery heat generation rate. The thermal management system can uniformly regulate the temperature of all series sub-vehicles through the thermal management channel, accurately control the battery temperature within the optimal operating range, effectively avoid the decrease in charging efficiency and battery module degradation caused by high temperature, and also balance the operating temperature of each sub-vehicle, prevent local overheating from damaging the stability of the series circuit, and extend the service life of the sub-vehicle batteries.

[0015] Optionally, the mobile charging system further includes an automated guided vehicle (AGV), which is remotely connected to the main control system. The main control system is also used to control the ARV to transport and park each sub-vehicle to the corresponding pre-deployed location within the target service area.

[0016] In the above implementation process, the main control system controls the automated guided vehicle to transport and pre-deploy the sub-vehicles to designated locations in the target service area. This enables the sub-vehicles to be deployed in advance and stand by in areas with high charging demand, effectively shortening the sub-vehicle transfer time after the user initiates a charging request and significantly optimizing the user charging experience.

[0017] Optionally, the main control system is further configured to receive a charging request from a target parking space, and in response to the charging request, determine the nearest target pre-deployment location that is available to the child vehicle from a plurality of pre-deployment locations based on the location of the target parking space, and send a dispatch instruction to the automated guided vehicle to dispatch the automated guided vehicle to transport the child vehicle at the target pre-deployment location to the location of the target parking space. And / or, the main control system is further configured to trigger a process of transporting the sub-vehicle to the location of the target parking space when the distance between the target pre-deployment location and the location of the target parking space is less than a set distance.

[0018] In the above implementation process, after receiving the charging request from the target parking space, the main control system can accurately match the nearest pre-deployed location where the vehicle is available based on the parking space location. It then dispatches an automated guided vehicle to complete the vehicle transfer, achieving rapid delivery of the vehicle to the nearest location, minimizing user waiting time and optimizing the charging service experience. At the same time, for scenarios where the pre-deployed location is close to the target parking space, the system can choose to notify service personnel for manual transportation or allow the vehicle to operate autonomously. This effectively avoids the waste of resources from short-distance transportation by the automated guided vehicle and makes the dispatching method more suitable for the actual spatial scenario of the parking lot.

[0019] Optionally, the main control system is further configured to perform billing and settlement based on the order associated with the location of the target parking space after the charging is completed at the target parking space, and to control the automated guided vehicle to transport the child vehicle of the target parking space back to the mother vehicle or to the corresponding pre-deployment location.

[0020] In the above implementation process, billing and settlement are based on orders associated with the target parking space location. The billing basis is precisely linked to the charging service, and the settlement data is authentic and traceable. Moreover, it does not rely on specific sub-vehicle equipment information or charging vehicle information, which not only ensures the accuracy and fairness of billing, but also simplifies the settlement process, protects user privacy, and enables automatic deduction, thereby improving the user experience. At the same time, the main control system controls the automated guided vehicle to transport the sub-vehicle back to the mother vehicle for recharging or to the corresponding pre-deployed location for standby, realizing the flexible recycling and efficient turnover of sub-vehicles and maximizing the resource utilization rate of sub-vehicles.

[0021] Optionally, the charging request is sent by the user terminal after scanning the service identifier set at the target parking space, and the service identifier is associated with the location of the target parking space; The main control system is also used to establish a charging order indexed by the service identifier after receiving the charging request; The main control system is also used to perform billing and settlement based on the charging order after the charging is completed at the target parking space.

[0022] In the above implementation process, users can quickly initiate a charging request by scanning the service sign next to the parking space. The operation is simple and convenient, optimizing the front-end experience of the charging service. The service sign is uniquely associated with the parking space location and is used as an index to build a charging order. This allows the order to accurately correspond to the entire charging data of the parking space. Billing and settlement are completed directly based on this indexed order, without relying on user privacy information such as license plate numbers, effectively protecting user privacy, while ensuring the authenticity and traceability of billing data.

[0023] Secondly, embodiments of this application provide a mobile charging system, which includes a main control system, a mother vehicle, and multiple daughter vehicles. The mother vehicle and the multiple daughter vehicles are all remotely connected to the main control system. The multiple daughter vehicles are detachably connected to the mother vehicle, and the battery packs of the multiple daughter vehicles are connected through the electrical connection system of the mother vehicle. The main control system is used to acquire the battery status parameters of each sub-vehicle connected to the mother vehicle; The main control system is also used to connect the battery packs of each sub-vehicle in parallel and charge each sub-vehicle in parallel mode when the battery status parameters meet the parallel charging conditions. The parallel charging conditions include that the battery status parameters of each sub-vehicle are all less than a set safety threshold. Alternatively, the main control system is further configured to connect the battery packs of each sub-vehicle in series and charge each sub-vehicle in series mode when the battery state parameters meet the series charging conditions, wherein the series charging conditions include that the battery state parameters of each sub-vehicle are all less than a set safety threshold.

[0024] In the aforementioned implementation process, a parent-child vehicle architecture enables centralized transportation, unified management, and batch charging of multiple child vehicles, significantly improving the transfer efficiency and deployment flexibility of the child vehicles. This adapts to charging needs across various scenarios and allows for concurrent response to multiple orders by distributing child vehicles, addressing the pain point of low single-vehicle operation efficiency in traditional mobile charging equipment. Furthermore, the parent vehicle employs a fixed parallel or series electrical connection design, eliminating complex series-parallel switching circuits, significantly reducing hardware deployment and subsequent maintenance costs. Simultaneously, it simplifies the control logic of the main control system, reducing the probability of software and hardware failures.

[0025] Thirdly, embodiments of this application provide a charging management method for a mobile charging system, applied to the main control system of the mobile charging system provided in the first aspect above, the method comprising: Obtain the first battery status parameters of each sub-vehicle connected to the mother vehicle; When the first battery state parameter meets the parallel balance condition, the electrical connection between the battery packs of each sub-vehicle is switched to parallel mode, and the second battery state parameter of each sub-vehicle is collected in the parallel mode. The parallel balance condition includes that the difference between the battery state parameters of each sub-vehicle is less than a set difference. When the second battery state parameter meets the series charging condition, the electrical connection between the battery packs of each sub-vehicle is switched to series mode, and each sub-vehicle is charged in the series mode. The series charging condition includes that the second battery state parameter of each sub-vehicle is less than a set safety threshold.

[0026] Fourthly, embodiments of this application provide an electronic device, including a processor and a memory, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the steps of the method provided in the third aspect above are performed.

[0027] Fifthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the steps of the method provided in the third aspect above.

[0028] Sixthly, embodiments of this application provide a computer program product, including computer program instructions, which, when read and executed by a processor, perform the steps of the method provided in the third aspect above.

[0029] Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description or may be learned by practicing embodiments of this application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This application provides a schematic diagram of a vehicle movement according to an embodiment of the present application. Figure 2 This is a schematic diagram of a first structure of a sub-vehicle provided in an embodiment of this application; Figure 3 This is a schematic diagram of a second structure of a sub-vehicle provided in an embodiment of this application; Figure 4 A schematic diagram of the third structure of a vehicle provided in an embodiment of this application; Figure 5 A structural block diagram of a mobile charging system provided in an embodiment of this application; Figure 6 A schematic diagram of a series circuit provided in an embodiment of this application; Figure 7 A schematic diagram of a parallel circuit provided in an embodiment of this application; Figure 8 A flowchart illustrating a charging management method for a mobile charging system provided in this application embodiment; Figure 9 This is a schematic diagram of the structure of an electronic device for performing a charging management method, provided as an embodiment of this application. Detailed Implementation

[0032] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0033] It should be noted that the terms "system" and "network" in the embodiments of this invention can be used interchangeably. "Multiple" refers to two or more; therefore, in the embodiments of this invention, "multiple" can also be understood as "at least two". "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / ", unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship.

[0034] It should also be noted that all actions involving the acquisition of signals, information, or data in this application are carried out in compliance with the relevant data protection laws and policies of the country where the application is located, and with the authorization granted by the owner of the relevant device.

[0035] This application provides a mobile charging system that achieves centralized transportation, unified management, and batch charging of multiple vehicles through a parent-child vehicle architecture. This significantly improves the transfer efficiency and deployment flexibility of the vehicles, adapts to charging needs in various scenarios, and enables concurrent response to multiple orders by distributing the vehicles. This solves the problem of low single-vehicle operation efficiency in traditional mobile charging equipment. The intelligent series-parallel switching method first achieves rapid balancing of batteries in multiple vehicles in parallel mode, avoiding current surges caused by direct series connection due to large parameter differences, effectively protecting the battery module and extending its service life. Then, a high-voltage charging circuit is constructed in series mode, effectively improving the overall charging speed and charging efficiency.

[0036] To facilitate understanding, the structural design of the mother vehicle and daughter vehicle in this mobile charging system will be briefly explained below.

[0037] In parking lot applications, a parking lot can be configured with one or more master vehicles, each of which carries multiple slave vehicles. The master vehicle can be used for charging management, thermal management, and other functions of the slave vehicles. In some implementations, the master vehicle can function as a large charging station, capable of charging multiple slave vehicles simultaneously.

[0038] The mother car can be equipped with rollers and can move under the control of the main control system. The daughter cars can also be equipped with rollers and can also move under the control of the main control system. Alternatively, the daughter cars can be without rollers, and an automated guided vehicle (AGV) can transport each daughter car to achieve the movement of the daughter cars.

[0039] The mother car can be connected to an external charging power source. Each daughter car has a pre-installed charging port on it, allowing the daughter car to connect to the mother car via the charging port when charging is needed. In some implementations, the mother car can provide low-cost charging for each daughter car using a low-voltage DC input system.

[0040] In some implementations, when it is necessary to transfer the mother vehicle from the storage point to the target scenario (such as an urban public parking lot, a photovoltaic power station, or an old residential area), the appropriate method can be selected based on the transportation distance and scenario: For short-to-medium distance transfers (such as between a residential area and a charging station within 10 kilometers), the mother vehicle's own powered wheel set can be used to automatically drive to the destination via manual driving or remote control from the backend; for long-distance transfers (such as to a photovoltaic power station 50 kilometers away), the mother vehicle's towing hook can be connected to the hook of the tractor unit, and the tractor unit can tow the mother vehicle, while the non-powered wheels of the mother vehicle... The system provides support and steering assistance, reducing energy consumption during long-distance transportation. If there is no direct road to the target scenario (such as a rooftop parking lot), the crane hook is connected to the mother car's lifting mechanism to vertically lift the mother car to the designated location. During the lifting process, the bottom support structure of the mother car can be deployed to ensure lifting stability. If multiple mother cars need to be deployed in batches (such as parking lots in large commercial districts), the mother cars can be stacked in multiple layers (using the bottom support structure and the top matching slots for positioning) and transported by container. A single container can carry 3-5 stacked mother cars, significantly improving transportation efficiency.

[0041] The mother car's energy replenishment process fully utilizes "electricity price differences + series-parallel switching" to optimize efficiency: When off-peak hours (such as 00:00-06:00 at night) or when photovoltaic power from a photovoltaic power station is not connected to the grid, the mother car automatically drives or is towed to the location via its power wheel set. At this time, all connected daughter car battery packs are connected in series (for example, 10 daughter cars, each with a battery input voltage of 36V, resulting in a total voltage of 360V after series connection), forming a high-voltage circuit. This, combined with an external charging power supply, enables high-voltage fast charging, significantly improving charging efficiency compared to charging a single daughter car. If rapid energy replenishment is required, the mother car can switch to parallel mode (for example, 8 daughter cars connected in parallel). A high-current charging power supply is connected to the supercharging station, and the parallel circuit enables synchronous high-current energy replenishment of each daughter car battery pack. Simultaneously, the parallel balancing function ensures that the SOC (State of Charge) of each daughter car is consistent, preventing imbalance in the power of a single daughter car. When faced with high-capacity charging demands from commercial vehicles (such as logistics trucks and commuter buses), multiple mother vehicles can be connected in parallel via quick-connect connectors to increase the overall power supply capacity (for example, two mother vehicles each carry 20 daughter vehicles, and the total capacity after parallel connection can reach the energy storage of 40 daughter vehicles), flexibly adapting to high-capacity energy replenishment scenarios.

[0042] The vehicle can be composed of components such as battery modules, frame, pulley system, fan, liquid cooling plate, BMS (Battery Management System), DCAC (Direct Current to Alternating Current Converter) or DCDC (Direct Current to Direct Current Converter) power module, positioner, display and operation screen, charging control board, charging control system, charging gun cable, charging base, external soft protective layer, and advertising display.

[0043] The core of the component configuration and size design of the sub-vehicle is "adapting to parking gaps and balancing charging and discharging efficiency and safety," which is specifically achieved as follows: the core components of the sub-vehicle have clearly defined functions; the battery module provides an energy storage capacity of 2-150 kWh (preferably 10-100 kWh) to meet the charging needs of different vehicles; the BMS monitors the battery's voltage, temperature, current, and other parameters in real time to ensure charging and discharging safety; the liquid cooling plate and fan work together to quickly dissipate heat when the charging power reaches 100 kW, preventing battery degradation due to high temperatures; the locator (such as UWB (Ultra-Wideband)) provides real-time feedback of position information, providing a basis for the automatic scheduling of the AGV (Automated Guided Vehicle); the external soft protective layer is made of elastic rubber material, which can buffer minor collisions with other vehicles and walls, protecting internal components.

[0044] The dimensions of the charging cart are adapted to parking gaps. The width of the cart is designed to be as small as possible to facilitate the use of tight spaces such as parking gaps around vehicles in the parking lot. For example, a width of less than 400mm or even 200mm allows it to be parked in front of the vehicle, beside the door, behind the parking space, under the vehicle, or in the upper space of the vehicle. The length and height of the cart are designed to facilitate turning within the parking lot and to allow for easy operation by personnel; for example, it can be designed to be within 1500mm. For instance, a design with a width of 200mm, a length of 1200mm, and a height of 800mm allows for flexible parking beside the vehicle waiting to be charged (in the gap between the vehicle body and the parking space line), in front of the vehicle (in the empty space at the front of the parking space), or under the vehicle (in the gap between the vehicle chassis and the ground), without occupying aisle space or affecting the passage of other vehicles.

[0045] For scenarios with even more limited space, the AGV can be designed with an L-shaped irregular structure (DC-CDC module integrated at the bottom) to fit the chassis contour of the vehicle to be charged, or it can adopt a deformable structure (some parts can be folded and unfolded). Certain parts can be unfolded or placed at the bottom or side of the front of the vehicle to be charged to minimize the occupation of parking space. For example, the charging gun can be unfolded when charging and the parts can be folded to reduce the volume when retracting. The AGV can be transported through its own lifting mechanism (top lifting ring) or bottom support structure (bottom forklift slot), or by forklifts, flatbed trucks, etc.: for short-distance transfers (such as from the mother car to the vehicle to be charged in a parking lot), the AGV can be manually pushed or pulled (using the wheels to roll); for medium-distance transfers (such as from one parking area to another), the AGV forklift can insert its forks through the bottom support structure of the AGV to achieve batch forklift transport; for long-distance transport, the AGV can be lifted and fixed into the frame of the mother car by connecting the lifting mechanism of the AGV with a crane hook.

[0046] The sub-cart can be quickly released from the side or top of the mother car via manual pushing, electric control, hoisting, or forklifting, automatically or manually distributing it to vehicles waiting to charge in different parking areas to improve transfer efficiency. The sub-cart's movement process is as follows: Figure 1 As shown.

[0047] Specifically, the frame system of the mother car is equipped with a side release channel and a top lifting port to adapt to the release needs of different scenarios: In shopping mall parking lots with limited parking spaces, the child car is released through the side channel. The AGV drives the sliding rail mechanism on the side of the mother car through electric control to smoothly slide the child car out of the mother car. Then, the AGV drags the child car along the edge of the passage to the target vehicle according to the location of the vehicle to be charged (located by the QR code scanned by the user). (The child car wheel set can turn 360 degrees, which is convenient for turning in narrow spaces.) In the open parking lot of logistics fleets, the child car can be vertically lifted to the side of the bus to be charged through the lifting mechanism on the top of the mother car, which improves the release efficiency.

[0048] After charging is complete, the retrieval process for the child trolley begins: the child trolley's locator sends location information to the main control system in real time. The AGV then proceeds to the target location according to the main control system's instructions. If the child trolley is parked on the ground, the AGV uses its bottom support structure to fork it up and returns it to the mother vehicle along a preset route, then slides into the mother vehicle's frame through a side passage and secures it. If the child trolley is parked in a confined space such as under a vehicle, the AGV uses a lifting mechanism to vertically lift it and then transfer it to the mother vehicle. For short-distance scenarios (such as when child trolleys are pre-distributed within 20 parking spaces), users can manually push or pull the child trolley back to the mother vehicle, or the AGV can automatically pull the child trolley back using electric control. The entire release and retrieval process does not require additional parking spaces, resulting in high transfer efficiency.

[0049] The scooter has two charging / discharging modes: it can be connected to DC-AC for AC charging, or XORed with a DC-DC converter for DC charging. One mode of the scooter is as follows: Figure 2 As shown, when the AGV is connected to the DCAC module, it can convert the DC power (e.g., 360V) from the battery module to 220V AC voltage. This is then connected to the vehicle's AC charging port via a charging gun cable for slow charging. When the AGV is connected to the DC-DC module, it can convert the battery voltage to a compatible DC voltage within the range of 200-1000V (e.g., outputting 800V DC power according to vehicle needs). This is then connected to the vehicle's DC charging port via a fast charging gun cable for fast charging (power up to 10-100kW). For example, after parking a new energy vehicle in an older residential area, a user can scan the QR code next to the parking space to initiate a fast charging request. The AGV dispatches the AGV to the side of the vehicle, and the AGV outputs 600V DC power through the DC-DC module to charge the vehicle, effectively improving the charging speed.

[0050] The specific implementation structure of the mother car and the daughter car can include the following implementation methods: Implementation Method 1: Multiple sub-vehicles can be directly cascaded to form an integrated mother vehicle, relying on the wheel sets of the sub-vehicles to achieve overall movement and unified energy replenishment, which is suitable for small and medium-sized parking lots and temporary energy replenishment scenarios.

[0051] In this implementation, each sub-cart is equipped with standardized mechanical interlocking buckles (compatible with quick-connect connections) at its front and rear, and has pre-installed electrical quick-connect plugs on the side (including power positive and negative terminals, communication lines, and water interface). When sub-carts are cascaded, they are fixed together by the buckles, and the electrical plugs automatically connect, forming a mechanical-electrical integrated interlocking structure. The width of the sub-cart can be designed to be 0.3-0.6 meters, the length 1.2-1.5 meters, and the height 1-1.2 meters. A single standard parking space can accommodate 6-8 cascaded sub-carts (total length 4-6 meters, width 0.4 meters, conforming to the preferred size standard of the mother car).

[0052] The cascaded parent system moves by relying on the powered wheel sets (or all non-powered wheel sets) of the two end vehicles. If the wheel sets are non-powered, they can be connected to a tractor unit via a towing hook and dragged to low-cost electricity sites such as photovoltaic power plants and off-peak charging stations for recharging. For short-distance transport, forklifts can load the entire system through the bottom support structure of the vehicle without disassembling it.

[0053] After cascading, the series-parallel switching of the battery packs in the sub-vehicles is achieved through the main BMS (or a temporarily connected centralized controller) of the first sub-vehicle. When the SOC difference between the sub-vehicles is ≤10% and the voltage difference is ≤20V, the parallel relay is closed to achieve balancing; when the series conditions are met (loop current ≤8A, CC signal detected), it switches to series mode (e.g., 8 sub-vehicles in series at 36V, total voltage 288V) to achieve high-voltage rapid energy replenishment. When discharging externally, some sub-vehicles can be split to perform charging tasks as needed, while the remaining sub-vehicles continue to cascade for energy replenishment, improving concurrency efficiency.

[0054] During charging scheduling, the main control system instructs the cascaded mother system to release the target sub-vehicle (unlocking the interlocking buckle of the corresponding sub-vehicle). The sub-vehicle moves manually or automatically to the vehicle to be charged via its own wheel set (because it is not restrained by the mother vehicle frame, it can flexibly enter narrow spaces). After charging is completed, the sub-vehicle can automatically return to the original cascaded position and relock via UWB locator or Bluetooth navigation, thus completing the recycling.

[0055] In this approach, the sub-vehicle supports a reduced-configuration design, allowing for the removal of advertising displays and simplification of the display operation screen (retaining only the core charging status display), thereby reducing initial investment costs; the cascaded structure eliminates the need for an additional mother vehicle frame, further compressing equipment costs.

[0056] Implementation Method 2: The design architecture of the mother-daughter vehicle can also be implemented through a three-level alphabetical architecture, including a daughter vehicle (level 1), a level 2 mother vehicle, and a level 3 mother vehicle. The level 3 mother vehicle enables batch transfer and centralized management of multiple level 2 mother vehicles. The level 2 mother vehicle carries the daughter vehicle to perform regional energy replenishment, which is suitable for large-scale charging demand scenarios such as large logistics parks and urban core business districts.

[0057] Level 1 subcar: width 0.2-0.4 meters, length 1-1.2 meters, power 10-80 kWh, power 10-80 kW. A single Level 2 mother car can accommodate 8-15 subcars side by side.

[0058] Secondary mother car: The dimensions are designed according to the standard parking space, with a length of 4-5 meters, a width of 1-1.2 meters, and a height of 1.2-1.5 meters. One secondary mother car can be deployed in a single standard parking space. It is equipped with 4 non-powered wheel sets, a towing hook and a hoisting mechanism. The side is equipped with a sliding track for the sub-cars, and the top is reserved for hoisting.

[0059] Level 3 mother car: It adopts a large transport vehicle modified (or a customized frame), with a length of 10-12 meters and a width of 2.5-3 meters. 2-3 Level 2 mother cars can be stacked in layers (total height ≤ 4 meters, in line with road transport standards). It is equipped with a power wheel set and an automatic loading and unloading mechanism, and supports long-distance autonomous driving or towing transport.

[0060] The third-level mother car transports multiple second-level mother cars in batches to the target area (such as three parking lot zones in a large commercial district). The second-level mother cars are deployed to the standard parking spaces in each zone through an automatic loading and unloading mechanism. The second-level mother cars are loaded by their own towing hooks or forklifts, and after being finely adjusted to the optimal position, the daughter cars are released (a single second-level mother car is released directly from the side, and if two are deployed side by side, they are moved out of the parking space first and then released).

[0061] During off-peak hours or when the photovoltaic power station generates sufficient power, the third-level bus pulls multiple second-level bus pulls to the energy replenishment site. The second-level bus pulls the daughter cars in series (for example, 10 daughter cars connected in series at 36V to 360V) to achieve centralized high-voltage energy replenishment. The second-level bus pulls independently to the nearest energy replenishment point without relying on the third-level bus pull, thus improving the flexibility of energy replenishment.

[0062] The main control system dispatches the corresponding secondary mother car to release the daughter car according to the charging needs of each zone. The daughter car is transported by AGV or moves autonomously to the vehicle to be charged. After charging is completed, the daughter car returns to the secondary mother car. When the secondary mother car is at full load, it is transported by the tertiary mother car to the energy replenishment site, forming a closed loop of "batch deployment - decentralized energy replenishment - centralized recovery".

[0063] Method 3: Multiple sub-vehicles can be integrated by vertical stacking, sharing a single bottom wheel system. The overall size of the mother vehicle conforms to standard parking spaces. By utilizing vertical space, the load-bearing capacity of the sub-vehicles is increased, making it suitable for parking lots in urban core areas and old residential areas where parking spaces are scarce.

[0064] The mother car has an integrated frame at the bottom (4-6 meters in length, 1-1.5 meters in width, and 1-2 meters in height). The bottom of the frame is equipped with 4 power wheel sets (supporting automatic driving) and a bottom support structure (compatible with forklift loading). The frame is equipped with multi-layer vertical stacking guide rails (each layer is 0.5-0.8 meters high), each layer can accommodate 1 child car, and the stacking quantity is 5-10.

[0065] The sub-cart is 0.3-0.5 meters wide, 1.2-1.5 meters long, and 0.4-0.7 meters high. It features stacking locking mechanisms and quick-change interfaces (electrical and water systems) at the top and bottom. The sub-cart is precisely positioned via guide rails when mounted on the rack, and the locking mechanism automatically secures it. The quick-change interface connects to the copper busbars, relays, and liquid cooling pipes of the mother car. The sub-cart has a battery capacity of 10-100 kWh and a power output of 10-100 kW. It can be equipped with an advertising screen and a simplified automatic driving module (retaining only short-range mobility functionality).

[0066] The child trolley slides into the bottom layer of the mother trolley via a side ramp track, and is then lifted to the target layer and locked by a lifting mechanism along the guide rail. During release, the lifting mechanism lowers the child trolley to the bottom layer, where it slides out via the side track, and the AGV transfers it to the vehicle waiting to be charged (if the child trolleys are deployed close together, users can push and pull them themselves). If the mother trolley is deployed alone, it is released directly from the side; when two are deployed side-by-side, the mother trolley is moved out of its parking space via the power wheel set before being released.

[0067] The main control system (BMS) of the mother vehicle monitors the battery status of all daughter vehicles through the bottom quick-swap interface. In parallel mode, it balances the SOC of each daughter vehicle, and in series mode, it forms a high-voltage circuit (for example, 8 daughter vehicles with 48V connected in series to form 384V), which works in conjunction with the liquid cooling unit of the mother vehicle to achieve synchronous cooling. When charging externally, the daughter vehicles can discharge individually or multiple vehicles can be connected in parallel to increase capacity, adapting to the high power demand of commercial vehicles.

[0068] Implementation method 4: The mother car can adopt an open frame structure at the bottom, with multiple grid workstations within the frame. The daughter car is connected to the mother car through quick-change connectors and quick-change water pipe joints at the bottom, which is suitable for standardized parking lots and corporate parks.

[0069] The mother car frame is a steel structure (4-6 meters long, 1-1.5 meters wide, and 0.8-1.2 meters high), with four non-powered wheel sets and a towing hook at the bottom. The frame is divided into grid workstations according to the dimensions of the daughter cars (each workstation is 0.4-0.6 meters wide and 1.2-1.5 meters long). Quick-connect power interfaces, communication interfaces, and water-cooling connectors are pre-embedded at the bottom of each workstation. The frame has foldable protective railings on the sides. A single standard workstation can deploy one mother car frame and accommodate 8-12 daughter cars.

[0070] The trolley enters the frame grid via side sliding or hoisting. Its bottom support structure aligns with the workstation positioning slot, and quick-change interfaces automatically connect (no manual insertion or removal required). The trolley is 0.3-0.5 meters wide, 1.2-1.4 meters long, and 0.6-0.9 meters high. It is equipped with wheels (for short-distance movement) and a UWB locator, has a battery capacity of 5-80 kWh, and a power output of 5-80 kW. A fire suppression system can be omitted (suitable for low-risk indoor scenarios).

[0071] The mother car can be towed to a photovoltaic power station or off-peak electricity charging station for energy replenishment by a tractor unit, or transported to the target area by a forklift. During energy replenishment, the mother car's main control BMS controls the daughter cars to be connected in series (to increase voltage) or in parallel (to increase current), and works in conjunction with the liquid cooling system to cool them simultaneously, thereby improving charging efficiency.

[0072] When a single mother car is deployed, the side guardrails are folded, and the daughter car slides out of the frame via its wheel set. When two mother cars are deployed side by side, the mother car is first moved out of the parking space by a forklift or tractor, and then the daughter car is released. After the user scans the code to place an order, the system dispatches the nearest daughter car, and the AGV or service personnel push the daughter car next to the vehicle to be charged. After charging is completed, the daughter car returns to the frame workstation via UWB locator navigation, and the quick-change interface automatically docks and locks.

[0073] Implementation method 5: Multiple sub-vehicles can be mechanically connected in parallel, and can be electrically connected in series, parallel or non-electrically to form an integrated mother vehicle, which is suitable for parking lots in commercial complexes and logistics fleets.

[0074] The subcarts are 0.1-0.4 meters wide, 1.5-2 meters long, and 1-1.2 meters high. Each subcart has mechanical buckles and quick-change interfaces on its left and right sides. When placed side by side, they are fixed together by the buckles. When electrically connected, they connect to the copper busbar and relay. When not electrically connected, only mechanical fixing is retained (suitable for scenarios where unified power replenishment is not required).

[0075] Users scan the parking space QR code to place an order. The main control system dispatches the nearest available sub-vehicle based on the sub-vehicle's status. After the sub-vehicle unlocks its latch, it moves independently to the vehicle waiting to be charged. The vehicle owner remotely unlocks the charging port cover, and service personnel plug in the charging gun to charge. After charging is completed, the sub-vehicle returns to its parallel position via UWB positioning, relocks its latch, and completes the recycling process.

[0076] In method 6, the sub-vehicles can be integrated into a whole through a dedicated mechanical connection structure (linkage rod, latch), enabling unified transportation and decentralized charging and discharging, which is suitable for short-term energy replenishment scenarios such as temporary exhibition venues and construction sites.

[0077] It adopts a detachable linkage locking structure. Each sub-cart has connecting lugs at the front and rear ends. Multiple sub-carts are connected together by linkages, and a 5-10cm gap can be reserved between sub-carts (for heat dissipation). Overall dimensions of the mother car: length 4-6 meters (connecting 8-15 sub-carts), width 0.3-0.5 meters, height 1-1.2 meters. A single standard car space can accommodate one complete mother car.

[0078] The mother car has no fixed wheels at the bottom, enabling short-distance movement via the wheels of the subsidiary cars themselves. For long-distance transport, it is lifted onto a transport vehicle by a hoisting mechanism, or the subsidiary cars' bottom support structure is lifted by a forklift and transported as a whole to the target site. During deployment, the subsidiary cars can be dispersed simply by releasing the linkage locks, requiring no complex installation.

[0079] When mechanically connected but not electrically connected, the sub-vehicles are dispersed and each charges itself via its charging base. If unified charging is required, a temporary centralized controller can be connected to the electrical interfaces of each sub-vehicle to achieve parallel balancing or series high-voltage charging. When discharging externally, the sub-vehicles disperse next to each vehicle waiting to be charged and charge independently. After charging is complete, they are reconnected mechanically and recycled as a whole.

[0080] The sub-cart has a battery capacity of 1-150 kWh and a power of 2-150 kW. It can be equipped with an autonomous driving module (manual push) to reduce costs. The mechanical connection structure is simple and durable, adaptable to the complex road conditions of temporary sites, and can be transported as a whole during evacuation without the need to retrieve the sub-carts one by one, thus improving efficiency.

[0081] Implementation method 7: The sub-cart can adopt an L-shaped structure design, such as... Figure 3 As shown, the DC-DC power module is integrated at the bottom, making full use of the space at the bottom of the vehicle to be charged, and is suitable for old residential areas with limited parking spaces and side parking scenarios on urban roads.

[0082] The vehicle is L-shaped, with a horizontal section length of 1.2-1.5 meters, a width of 0.2-0.3 meters, a vertical section height of 0.5-0.8 meters, and a total height of ≤1 meter (to accommodate the vehicle's underbody clearance). The DC-DC module is integrated at the bottom of the horizontal section (close to the ground for easy heat dissipation), while the battery module is placed in the vertical section and wrapped with a soft protective layer (elastic rubber material to prevent collision damage).

[0083] The sub-cars slide into the mother car via a side ramp track (the mother car is 4-6 meters long and 1-1.2 meters wide, conforming to standard parking spaces). The interior of the mother car is designed with L-shaped sub-cars in place, and a single mother car can accommodate 10-15 sub-cars (the preferred number). The mother car is equipped with four sets of powered wheels, allowing it to autonomously travel to public areas in older residential communities for deployment. A single mother car can directly release a sub-car from the side, while two sub-cars side-by-side will be moved out of the parking space for release.

[0084] Users scan a code to place an order in the side parking space. Service personnel or AGVs push the L-shaped trolley to the bottom of the vehicle (the horizontal section of the L-shape is flush with the ground, and the vertical section is close to the vehicle body). DC power (200-1000V) is output through the bottom DC-DC module. The charging gun cable is led out from the vertical section, and the service personnel plug in the gun to charge. After charging is completed, the gun is unplugged and the charging gun cable is retrieved. The AGV uses the UWB locator to pull the trolley back to the mother vehicle to complete the retrieval.

[0085] Implementation method 8: The sub-cart can adopt a C-shaped structure design, such as... Figure 4 As shown, the DC-DC module is placed at the bottom, and the charging gun cable is stored at the top. It utilizes the space at the bottom and top of the vehicle to adapt to commercial vehicles, SUVs and other vehicles with high chassis, as well as parking lots with extremely limited parking spaces.

[0086] The sub-carriage is C-shaped, with its opening facing the vehicle. It measures 1.5-2 meters in length and 0.3-0.4 meters in width at the bottom, 1.2-1.5 meters in length at the top, and 1-1.2 meters in height (the C-shaped interior space adapts to the vehicle's bottom and sides). The DC-DC module is integrated at the bottom (for good heat dissipation), the battery modules are distributed on both sides of the C-shape, and the charging cables are stored in the top cable tray (automatically unfoldable). A soft protective layer is provided externally to prevent collisions with the vehicle. The sub-carriage's width is 0.3-0.4 meters, length is 1.5-2 meters, and height is 1-1.2 meters, matching the dimensions of the mother car.

[0087] The sub-car is hoisted or slid sideways into the mother car (mother car length 4-6 meters, width 1.2-1.5 meters). The mother car is equipped with a gantry on top, which can automatically hoist and release the C-type sub-car. A single mother car can be released directly from the top or side, while two cars side by side can be moved out of the parking space for release. The mother car is equipped with 4 non-powered wheel sets and can be towed to the commercial vehicle parking lot for deployment by a tractor unit.

[0088] After a user scans the code to place an order, the AGV locates the child vehicle using a UWB locator. The gantry on top of the mother vehicle then hoists the C-shaped child vehicle to the side of the commercial vehicle. The C-shaped opening fits the side and bottom of the vehicle, and the top charging cable automatically unfolds. Service personnel then plug in the charging cable (the charging port on the commercial vehicle is higher, making the top charging cable easier to operate). After charging is complete, the charging cable automatically retracts, and the AGV guides the child vehicle back to the mother vehicle via the side ramp track. The quick-change interface automatically connects to the mother vehicle for recharging.

[0089] In all of the above implementation methods, the mother car can be designed according to the standard passenger car parking space, such as 1-6 meters in length, 0.3-3 meters in width, and >0.05 meters in height; a single standard parking space can accommodate a maximum of 2 mother cars, ensuring maximum space utilization.

[0090] Each mother vehicle is equipped with a towing hook, lifting mechanism and bottom support structure, supporting three transfer methods: towing by tractor head, crane lifting and forklift loading; the mother vehicle has 4 wheels (powered or non-powered optional), which can flexibly adapt to different transfer scenarios, and can be towed to low-cost electricity sites for recharging.

[0091] The width of the subcars can be uniformly set at 0.1-0.6 meters, and the length and height can be matched with the corresponding mother car. Each mother car can accommodate 2-50 subcars, with a power of 1-150 kWh and a power of 2-150 kW, ensuring compatibility and large-scale operation capabilities.

[0092] The child vehicle can enter the mother vehicle using two core methods: side sliding and top hoisting. Some embodiments are adapted to slide in using inclined tracks. When releasing, it follows the principle of "direct release from a single mother station and release from two parallel parking spaces" to ensure that it does not affect the passage of the parking lot.

[0093] Based on the above introduction to the mother-daughter vehicle architecture, the mobile charging system of this solution will be described in detail below. Please refer to... Figure 5 , Figure 5 This is a schematic diagram of the structure of a mobile charging system 100 provided in an embodiment of this application. The mobile charging system 100 includes a main control system 110, a mother vehicle 120, and multiple daughter vehicles 130. The mother vehicle 120 and the multiple daughter vehicles 130 are all remotely connected to the main control system 110. The multiple daughter vehicles 130 are detachably connected to the mother vehicle 120, and the connection between the battery packs of the multiple daughter vehicles 130 is established through the electrical connection system of the mother vehicle 120.

[0094] The detachable method can refer to multiple sub-cars 130 being connected to the mother car 120 via detachable methods such as side sliding or hoisting.

[0095] After the daughter vehicle 130 is connected to the mother vehicle 120, the electrical connection system of the mother vehicle 120 can automatically establish the initial electrical connection with the battery pack of each daughter vehicle 130 through the quick-connect connector. At the same time, the main control system 110 establishes a remote communication connection with the mother vehicle 120 and each daughter vehicle 130 to complete the system initialization.

[0096] The electrical connection system of the mother vehicle 120 can be composed of a BMS main controller, relay group, quick-switch connector, etc., and is the hardware foundation for realizing the series-parallel switching of the battery pack of the daughter vehicle 130.

[0097] In some implementations, the main control system 110 may be a control system deployed on the mother vehicle 120, such as a controller or host computer, or it may be a remotely deployed host computer or a cloud system.

[0098] After initialization, the main control system 110 sends a status acquisition command to each sub-vehicle 130 via remote communication to obtain the first battery status parameters of each sub-vehicle 130. The first battery status parameters can be the basic status data of the battery pack of the sub-vehicle 130, which may include battery voltage and / or battery state of charge. It is the core basis for determining whether parallel balancing can be performed.

[0099] After obtaining the first battery status parameters, the main control system 110 can determine whether the first battery status parameters meet the parallel balancing condition. If they do, the electrical connection between the battery packs of each sub-vehicle 130 is switched to parallel mode, and the second battery status parameters of each sub-vehicle 130 are collected in parallel mode.

[0100] Among them, the parallel balancing condition is the state consistency standard preset by the main control system 110 between the sub-vehicles 130. It can include that the difference between the first battery state parameters of each sub-vehicle 130 is less than a set difference (e.g., SOC difference ≤ 10%, voltage difference ≤ 20V, the specific value can be set according to actual needs). The purpose is to avoid the generation of inrush current when the sub-vehicles 130 are connected in parallel due to excessive state differences.

[0101] Assuming that among the three sub-vehicles connected to the mother car 120, sub-vehicle A has a SOC of 35% and a voltage of 380V, sub-vehicle B has a SOC of 33% and a voltage of 375V, and sub-vehicle C has a SOC of 34% and a voltage of 378V, the preset parallel balancing conditions are SOC difference ≤ 10% and voltage difference ≤ 20V. According to the calculation by the main control system 110, the maximum SOC difference among the three sub-vehicles is 2%, and the maximum voltage difference is 5V, both meeting the parallel balancing conditions. At this time, the main control system 110 can issue a parallel switching command to the electrical connection system of the mother car 120. The BMS main controller controls the corresponding parallel relays to close, switching the battery packs of the three sub-vehicles to parallel mode, achieving voltage and SOC balancing of each sub-vehicle's battery pack (e.g., by buffering the balancing current through pre-charge resistors to avoid impact).

[0102] During parallel operation, the main control system 110 continuously or intermittently collects the status parameters of the second battery, or it can collect the status parameters after a certain period of parallel balancing, and monitors the circuit current and the stable voltage of each sub-vehicle 130 in real time. The main control system 110 matches the collected second battery status parameters with the series charging conditions. When the second battery status parameters meet the series charging conditions, the electrical connection between the battery packs of each sub-vehicle 130 is switched to series mode, and each sub-vehicle 130 is charged in series mode.

[0103] Among them, the series charging condition is the safety standard preset by the main control system 110 for switching to series mode, which may include that the second battery status parameters of each sub-vehicle 130 are less than the set safety threshold (e.g., circuit current ≤8A, voltage fluctuation ≤5V, the specific values ​​can be set according to actual needs).

[0104] The second battery status parameters may include battery current, battery voltage, and / or battery state of charge.

[0105] Assuming the parallel circuit current is stable at 5A and the voltage of each sub-vehicle 130 is stable at around 378V, the preset series charging conditions are: circuit current ≤ 8A, voltage fluctuation ≤ 5V, and detection of the CC charging connection signal (confirming that the mother vehicle 120 is connected to an external charging power source). At this time, the status parameters of the second battery meet the series charging conditions. The main control system 110 then sends a series switching command to the electrical connection system of the mother vehicle 120. The BMS main controller first controls the disconnection of the previously closed parallel relay, and then controls the closure of the series relay, switching the battery packs of the three sub-vehicles from parallel mode to series mode.

[0106] After entering the series mode, the main control system 110 controls the external charging power supply to conduct centralized high-voltage charging of the series-connected daughter vehicle 130 battery pack through the high-voltage charging circuit of the mother vehicle 120. During the charging process, the main control system 110 continuously monitors the battery status (voltage, temperature, current, etc.) of each daughter vehicle 130 to ensure charging safety until the SOC of all daughter vehicles 130 reaches the preset full charge threshold. After charging is completed, the main control system 110 controls the disconnection of all relays to end the charging process.

[0107] In the above implementation process, the parent-child vehicle architecture enables centralized transportation, unified management, and batch charging of multiple child vehicles, significantly improving the transfer efficiency and deployment flexibility of the child vehicles, adapting to the charging needs of various scenarios, and enabling concurrent response to multiple orders by releasing child vehicles in a distributed manner, thus solving the pain point of low single-vehicle operation efficiency of traditional mobile charging equipment. The intelligent series-parallel switching method can first achieve rapid balancing of batteries of multiple child vehicles in parallel mode, avoiding the current impact caused by direct series connection due to excessive parameter differences, effectively protecting the battery module and extending its service life. Subsequently, a high-voltage charging circuit is constructed in series mode, effectively improving the overall charging speed and energy replenishment efficiency.

[0108] Based on the above embodiments, the main control system 110 is also used to switch the electrical connection between the battery packs of each sub-vehicle 130 to a series mode when the first battery state parameters do not meet the parallel equalization condition but meet the series charging condition, and to charge each sub-vehicle 130 in the series mode.

[0109] After acquiring the state parameters of the first battery, the main control system 110 compares them with a set difference. If the difference between the state parameters of the first battery is greater than or equal to the set difference, it is considered that the parallel balance condition is not met.

[0110] For example, suppose that among the three sub-vehicles connected to the mother vehicle 120, sub-vehicle A has a SOC of 20% and a voltage of 360V, sub-vehicle B has a SOC of 40% and a voltage of 400V, and sub-vehicle C has a SOC of 35% and a voltage of 380V. The preset parallel balancing condition is that the SOC difference is ≤10% and the voltage difference is ≤20V. After calculation by the main control system 110, the SOC difference between sub-vehicle A and sub-vehicle B is 20% and the voltage difference is 40V, both of which far exceed the set difference. Therefore, it is determined that the state parameters of the first battery do not meet the parallel balancing condition.

[0111] The main control system 110 can directly determine whether the state parameters of the first battery meet the series charging conditions, such as whether the battery voltage and battery SOC are both less than the set safety threshold. If so, the main control system 110 sends a series switching command to the electrical connection system of the mother vehicle 120. The mother vehicle BMS main controller can first complete the address allocation and identification of the daughter vehicle 130 based on the device discovery protocol of broadcast query, and then control the closing of the series relay group to directly connect the battery packs of the three daughter vehicles in series. After entering the series mode, the main control system 110 controls the external charging power supply to perform centralized high-voltage charging of the series-connected battery packs of the daughter vehicle 130 through the high-voltage charging circuit of the mother vehicle 120.

[0112] Alternatively, when the main control system 110 determines that the first battery state parameters do not meet the parallel balancing conditions, it collects the second battery state parameters, namely, the battery current, battery voltage and / or battery state of charge, and directly performs series charging on each of the sub-vehicles 130 when these parameters meet the series charging conditions.

[0113] In the above implementation process, the design of directly switching to series mode when the first battery state parameters do not meet the parallel equalization conditions but meet the series charging conditions avoids the time loss caused by waiting for the sub-vehicle parameters to be equalized, and improves the overall efficiency of sub-vehicle charging. At the same time, this design can be adapted to scenarios where the initial state of the sub-vehicles is significantly different but all within the safety threshold. It directly increases the total voltage through series connection to achieve high-voltage fast charging, which not only ensures the safety of the charging process, but also flexibly meets the charging needs of different sub-vehicles and reduces unnecessary equalization time.

[0114] Based on the above embodiments, the mother vehicle 120 may include a switching circuit, which can be used to selectively connect the battery packs of multiple daughter vehicles 130 in parallel or series mode. The switching circuit is connected to the main control system 110.

[0115] like Figure 6 The series circuit shown and Figure 7 The parallel circuit shown may include multiple relay groups, each relay group corresponding to a battery pack of a sub-vehicle 130. The main control system 110 is used to control the on / off state of different relay groups to realize the parallel or series connection of the battery packs of each sub-vehicle 130.

[0116] The switching circuit is the core execution unit of the electrical connection system of the mother vehicle 120. It is specifically used to selectively switch multiple battery packs of the daughter vehicles 130 to parallel or series mode according to the instructions of the main control system 110. Specifically, it can be composed of multiple relay groups, copper busbars, pre-charge resistors and line interfaces. It is connected to the main control system 110 and the main controller of the mother vehicle BMS through communication lines, receives control instructions and feeds back the circuit status.

[0117] The relay group is a basic component of the switching circuit. Each battery pack in sub-vehicle 130 is equipped with an independent relay group, and its on / off state directly determines the connection path of the corresponding battery pack in sub-vehicle 130. For example, relay group 1 includes S11, S12, and S13, corresponding to sub-vehicle A; relay group 2 includes S21, S22, and S23, corresponding to sub-vehicle B; and relay group 3 includes S31, S32, and S33, corresponding to sub-vehicle C.

[0118] In parallel mode, the positive terminals of all 130 battery packs in the sub-vehicles are connected to each other through copper busbars, and the negative terminals are also connected to each other through copper busbars. The voltage of each 130 battery pack in the sub-vehicles is the same, and the total capacity is added together. In series mode, the negative terminal of the previous 130 battery pack in the sub-vehicles is connected to the positive terminal of the next 130 battery pack in the sub-vehicles through copper busbars, forming a series circuit. The total voltage is the sum of the voltages of all 130 battery packs in the sub-vehicles.

[0119] First, multiple sub-vehicles 130 establish a physical connection with the switching circuit of the main vehicle 120 through quick-connect connectors. The positive and negative terminals of the battery pack of each sub-vehicle 130 are respectively connected to the input terminals of its dedicated relay group in the switching circuit. The switching circuit is connected to the main control system 110 through a communication interface. After system initialization, all relay groups are in the off state to ensure that the initial states of the battery packs of the sub-vehicles 130 are independent of each other.

[0120] When the main control system 110 determines that the parallel balancing condition is met, it sends a parallel switching command to the switching circuit. After receiving the command, the switching circuit first controls the auxiliary relays (such as S13, S23, and S33) corresponding to the pre-charge resistors (such as R1, R2, and R3) of the three relay groups (corresponding to the three sub-vehicles) to close, allowing the sub-vehicle 130 battery pack to conduct slowly through the pre-charge resistors, avoiding a large current surge caused by direct parallel connection. After the main control system 110 detects that the loop current is stable within a safe range (such as ≤5A), it then controls S11, S21, and S31 to close simultaneously, while S12, S22, and S32 remain open. At this time, the positive terminals of the three sub-vehicle battery packs are connected through copper busbars, and the negative terminals are also connected through copper busbars, successfully switching to parallel mode and achieving SOC and voltage balancing.

[0121] When the main control system 110 determines that the series charging conditions are met (such as the loop current ≤8A, voltage fluctuation ≤5V after parallel balancing is completed, and the CC charging connection signal is detected), the main control system 110 sends a series switching command to the switching circuit. The switching circuit first controls S13, S23, S33, S11, S21, and S31 to disconnect, cutting off the parallel circuit. Then, it controls the series relays to close in sequence: first, S12 closes (connecting the negative terminal of vehicle A to the positive terminal of vehicle B), then S22 closes (connecting the negative terminal of vehicle B to the positive terminal of vehicle C), and S33 remains closed to bring out the negative terminal of vehicle C to form a complete circuit. At this time, the three vehicle battery packs form a series circuit of "vehicle A positive terminal → copper busbar → external charging power supply → vehicle C negative terminal → vehicle C battery pack → vehicle B negative terminal → vehicle B battery pack → vehicle A negative terminal → vehicle A battery pack". The main control system 110 controls the external charging power supply to perform centralized high-voltage charging on the three vehicle battery packs through the series circuit of the switching circuit.

[0122] During the charging process, the switching circuit feeds back the on / off status of each relay group and the circuit current and voltage data to the main control system 110 in real time. If any abnormality occurs (such as relay sticking or excessive current), the main control system 110 immediately issues a command to control all relay groups to disconnect, stop charging and trigger an alarm.

[0123] If the main control system 110 determines that the state parameters of the first battery do not meet the parallel equalization condition but meet the series charging condition, the main control system 110 directly sends a series switching command to the switching circuit without going through the pre-charging resistor buffer (because the initial states of the vehicles are independent of each other and there is no risk of parallel impact). The switching circuit controls S11, S21, S31, S13, S23, and S32 to remain open, and closes S12, S22, and S33 in sequence to form a series circuit and directly enter the series charging mode to achieve efficient energy replenishment.

[0124] In some implementations, the main BMS controller of the mother vehicle can be used to control the switching circuit, in which case the main control system 110 may not directly participate in the control. In series mode, the main BMS controller of the mother vehicle can broadcast queries, discover and identify, and allocate and distribute addresses based on the device discovery protocol of broadcast query. The whole process is similar to the plug-and-play process of the battery cluster of the energy storage system, realizing the automatic allocation of addresses of the daughter vehicles 130 by the main BMS controller of the mother vehicle. This allows multiple independent daughter vehicles 130 to be connected in series into a large group to achieve high-voltage charging and improve the charging speed.

[0125] Specifically, when multiple daughter vehicles 130 are connected to the switching circuit of the mother vehicle 120 via quick-connect connectors, and the main control system 110 determines that the series charging conditions are met, the mother vehicle BMS main controller initiates the series networking process. Initially, all series relays of the daughter vehicles 130 are in the open state, and the daughter vehicle BMS is in standby mode, maintaining only the basic communication ready state. Assuming the mother vehicle 120 has three daughter vehicles (daughter vehicle A, daughter vehicle B, and daughter vehicle C), the mother vehicle BMS main controller first sends a broadcast query command to all daughter vehicles 130 via the CAN bus or Ethernet. The command includes the main controller identification, network startup signal, and communication protocol version information, ensuring that each daughter vehicle 130 only responds to the networking request from its own mother vehicle 120.

[0126] After receiving the broadcast query command, each sub-vehicle 130 sends a response signal to the main BMS controller of the parent vehicle via its own communication module. The response includes core information such as the sub-vehicle 130's unique hardware ID, battery pack voltage, SOC, and communication interface type. This process is similar to the identity reporting after the battery pack is connected to the cluster controller in an energy storage system. Sub-vehicle 130 does not need to preset an address in advance; it distinguishes itself from other sub-vehicle 130s only through its hardware ID. After receiving the response signals from all sub-vehicle 130s, the main BMS controller of the parent vehicle verifies and sorts the signals (e.g., according to the physical order in which the sub-vehicle 130s connect to the parent vehicle 120, or according to the battery voltage from low to high). Then, based on the preset address allocation rules (e.g., address codes increasing sequentially from 01, 02, 03), it issues a unique communication address to each sub-vehicle 130 and sends an address binding command.

[0127] After receiving the address allocation command, sub-carrier 130 stores its unique address in its local cache, completes the address binding, and sends a confirmation signal back to the main BMS controller of the parent vehicle. Once the main BMS controller receives address confirmation feedback from all sub-carriers 130, it completes the automatic address allocation for each sub-carrier 130. At this point, each of the three sub-carriers 130 obtains a unique address (e.g., sub-carrier A is 01, sub-carrier B is 02, and sub-carrier C is 03). The main BMS controller can then precisely control the relay on / off state of each individual sub-carrier 130 using this address. After the address allocation is completed, the main controller of the mother car BMS issues a series relay closing command to the switching circuit based on the sorting result. In the order of "sub-car A positive terminal → sub-car B negative terminal, sub-car B positive terminal → sub-car C negative terminal", the corresponding series relays are controlled to close in sequence, forming a series circuit of "mother car 120 high voltage input → sub-car A battery pack → sub-car B battery pack → sub-car C battery pack → mother car 120 high voltage output". The total voltage of the battery packs of the three sub-cars 130 after being connected in series is the sum of the voltages of each sub-car 130.

[0128] After the series circuit is constructed, the main controller of the mother vehicle BMS collects the real-time status parameters (voltage, temperature, current) of each daughter vehicle 130 through the assigned dedicated address to ensure that each daughter vehicle 130 in the series circuit is operating normally. After confirming that there are no abnormalities, the main controller of the mother vehicle BMS sends a start command to the external charging power supply, and the external charging power supply performs centralized high-voltage charging to the battery pack of the series-connected daughter vehicle 130 through the high-voltage circuit of the mother vehicle 120.

[0129] During charging, the main BMS controller of the mother vehicle continuously sends status query commands to each slave vehicle 130 via a dedicated address. The slave vehicle 130 provides real-time feedback on its own status. If a slave vehicle experiences abnormal parameters (such as excessive temperature or sudden voltage changes), the main controller can accurately locate the abnormal slave vehicle and trigger protection mechanisms (such as disconnecting the series relay of the corresponding slave vehicle 130 or stopping charging), ensuring the safety and stability of series charging. The entire address allocation and series networking process is fully automated without manual intervention, improving networking efficiency and avoiding errors that may occur with manual address configuration. It is also compatible with multiple slave vehicles 130 for flexible access scenarios. When the number of slave vehicles 130 increases or decreases, the main BMS controller of the mother vehicle can repeat the above process to automatically re-network and adapt to different charging needs.

[0130] In the above implementation process, the design of each sub-vehicle corresponding to an independent relay group enables the main control system to accurately control the on / off state of one or more sub-vehicle relay groups. This allows for the rapid completion of parallel balancing or series fast charging switching of all sub-vehicle battery packs, as well as the isolation of faulty sub-vehicles to avoid affecting the overall circuit and improve system operational stability.

[0131] Based on the above embodiments, the mother car 120 may also include a thermal management system, and multiple daughter cars 130 are connected to the mother car 120 through a thermal management channel. The thermal management system is used to regulate the temperature of the multiple daughter cars 130 in series mode.

[0132] The thermal management system is a dedicated system configured on the mother vehicle 120 to regulate the temperature of the daughter vehicle 130 battery pack. It consists of a liquid cooling unit (including a compressor, condenser, evaporator, and liquid receiver), a thermal management control unit (linked with the mother vehicle's BMS main controller), temperature sensors, flow control valves, and a distribution manifold. Its core function is to cool, insulate, or slightly heat the daughter vehicle 130 battery pack through the circulation of a thermal management medium (such as a 50% ethylene glycol aqueous solution), maintaining the battery temperature within the optimal operating range of 20-35℃. This prevents decreased charging efficiency and battery degradation caused by high temperatures, or insufficient charging and discharging performance caused by low temperatures.

[0133] For example, the control logic of the thermal management system is linked to the charging and discharging modes. In series charging mode, where the heat generation rate is high, the thermal management system primarily operates in cooling mode. It can also adjust the opening of the flow control valves in each branch based on feedback from the temperature sensors on the battery modules of each vehicle to achieve balanced cooling of all vehicles. In parallel equalization or low-power charging and discharging modes, the system primarily maintains the temperature or provides slight heating (in low-temperature environments). Through these methods, the thermal management system maintains the battery temperature of each vehicle within a set range.

[0134] The thermal management channel is a dedicated connection channel for transmitting thermal management media between the mother car 120 and the daughter car 130. It consists of quick-change water pipe joints, sealed pipelines, and branch manifolds on the mother car 120 side, and adapter joints and internal liquid cooling plate pipelines on the daughter car 130 side. It features quick docking and leak-proof sealing, and is connected synchronously with the electrical interface of the daughter car 130.

[0135] Temperature regulation in series mode refers to the simultaneous intervention of the thermal management control unit when the battery packs of the sub-vehicles 130 are connected in series to form a high-voltage circuit for centralized charging. Through the thermal management channel, it provides uniform and balanced temperature control for all series-connected sub-vehicles 130, ensuring that the battery temperature of each sub-vehicle 130 is consistent during the series charging process, and avoiding local overheating or uneven temperature that may affect charging safety and overall efficiency.

[0136] When multiple daughter cars 130 are connected to the switching circuit of the mother car 120 via quick-connect connectors, and the mother car BMS main controller completes the address allocation of the daughter cars 130 and determines that the series charging conditions are met, the thermal management control unit starts synchronously with the series charging process. When a daughter car 130 is connected to the mother car 120, its bottom thermal management medium interface automatically connects with the quick-connect water pipe connector on the frame of the mother car 120. This connection process is completed synchronously with the electrical interface connection. The sealing valve core inside the quick-connect connector automatically opens after mechanical locking, forming a closed thermal management channel. The branch manifold connects the main pipeline of the thermal management system of the mother car 120 to the liquid cooling plate pipeline of each daughter car 130 one by one, ensuring that each daughter car 130 can obtain a uniform medium flow.

[0137] Assume that the mother vehicle 120 is connected to three daughter vehicles 130 (daughter vehicle A, daughter vehicle B, and daughter vehicle C) for series charging. The liquid cooling plate of each daughter vehicle 130 is in close contact with the battery module. The liquid cooling plate has a serpentine flow channel inside. The battery pack of the daughter vehicle 130 is embedded with a temperature sensor to collect the temperature data of the individual battery cells and the module in real time, and transmit it to the thermal management control unit of the mother vehicle 120 through the communication interface.

[0138] Before the series charging starts, the thermal management control unit of the mother vehicle 120 first receives the initial temperature data of each daughter vehicle 130. Assuming that the battery temperature of daughter vehicle A is 36℃, the battery temperature of daughter vehicle B is 35℃, and the battery temperature of daughter vehicle C is 37℃, all of which exceed the upper limit of the optimal operating range (35℃), and the high voltage circuit current is large (such as 20A) during series charging, the heat generated by the battery will further increase. At this time, the thermal management control unit determines that the cooling mode needs to be activated.

[0139] The main controller of the mother car BMS sends a cooling command to the thermal management control unit, and the liquid cooling unit starts: the compressor compresses the gaseous refrigerant into a high-temperature and high-pressure gas, cools it into a liquid state through the condenser, and then reduces the pressure through the expansion valve to a low-temperature and low-pressure mist refrigerant, which enters the evaporator to exchange heat with the thermal management medium, so that the medium temperature drops to about 15°C; then, the circulating pump delivers the cooled medium to the distribution manifold through the main pipeline. The manifold dynamically adjusts the flow control valve according to the temperature data of each sub-car 130 (for example, if the temperature of sub-car C is the highest, the corresponding valve opening is increased, and the medium flow rate is increased by 20%). The medium enters the liquid cooling plate of each sub-car 130 through the thermal management channel, exchanges heat with the battery module, and removes the heat generated by the battery. The heated medium (temperature of about 28°C) returns to the evaporator through the return pipeline, completing the circulating cooling.

[0140] During charging, the thermal management control unit continuously and dynamically adjusts the temperature: for example, the temperature sensor collects the temperature of the 130 battery in each vehicle every 2 seconds. If the temperature of vehicle A drops to 32℃, vehicle B to 31℃, and vehicle C to 33℃, the thermal management control unit adjusts the medium temperature to 18℃ by reducing the compressor frequency and decreasing the power of the circulation pump. At the same time, it balances the opening of the flow control valves of each vehicle to ensure that the temperature difference between the three vehicles is ≤2℃. If the charging ambient temperature is low (e.g., 5℃ outdoors in winter), and the initial detected battery temperature of vehicle 130 is 18℃, which is lower than the lower limit of the optimal range (20℃), the thermal management control unit starts the heat preservation mode, and the liquid cooling unit switches to heat pump mode. The refrigerant is circulated in reverse to heat the thermal management medium (raise the temperature to 25℃), and then delivered to the liquid cooling plate of vehicle 130 through the thermal management channel to preheat the battery. After the temperature rises to 22℃, it switches to constant temperature mode to maintain the medium temperature stability.

[0141] The thermal management channel can adopt a sealed design. For example, the quick-change water pipe joint adopts a double sealing ring structure. When connected, the mechanical lock is tightened, and the sealing ring is deformed under pressure to form a sealing surface. Even when the main vehicle 120 moves or the daughter vehicle 130 vibrates slightly, the sealing reliability can be guaranteed. The shunt manifold has a built-in pressure sensor. If an abnormal drop in pipeline pressure is detected (such as due to leakage), the thermal management control unit immediately issues a command to close the flow control valve of the corresponding daughter vehicle 130 and the main valve of the main vehicle 120. At the same time, it sends an alarm signal to the main vehicle BMS controller. The BMS main controller suspends series charging to avoid medium loss or battery temperature runaway.

[0142] Once the series charging is complete (each daughter car 130 reaches the full charge threshold), the main controller of the mother car BMS issues a stop charging command. The thermal management control unit continues to run for 3-5 minutes until the battery temperature of each daughter car 130 drops below 25°C. Then, the liquid cooling unit and circulation pump are shut down. Finally, the quick-change valve core of the thermal management channel automatically closes, and the daughter car 130 can be safely detached from the mother car 120.

[0143] The entire temperature regulation process is deeply integrated with the series charging process, requiring no manual intervention. Through a unified thermal management system, the temperature of multiple sub-vehicles 130 is balanced, which not only ensures the safety of series high-voltage charging, but also avoids the decrease in charging efficiency caused by temperature factors, thus extending the service life of the sub-vehicle 130 batteries.

[0144] In the above implementation process, the battery packs of the sub-vehicles in series mode form a high-voltage circuit for centralized fast charging, which significantly improves the battery heat generation rate. The thermal management system can uniformly regulate the temperature of all series sub-vehicles through the thermal management channel, accurately control the battery temperature within the optimal operating range, effectively avoid the decrease in charging efficiency and battery module degradation caused by high temperature, and also balance the operating temperature of each sub-vehicle, prevent local overheating from damaging the stability of the series circuit, and extend the service life of the sub-vehicle batteries.

[0145] In some implementations, some of the sub-vehicles 130 are not equipped with corresponding wheel sets and cannot move on their own. Therefore, the mobile charging system 100 may also include an automated guided vehicle (AGV). The ARV can be remotely connected to the main control system 110. The main control system 110 is also used to control the ARV to transport and park each sub-vehicle 130 to the corresponding pre-deployed location within the target service area.

[0146] Among them, the Automated Guided Vehicle (AGV) is an automated device with autonomous navigation (such as UWB+laser SLAM (Simultaneous Localization and Mapping) navigation or Bluetooth navigation), obstacle avoidance, grasping and transportation functions. It is equipped with a forklift mechanism or lifting components, communicates remotely with the main control system 110, and performs the picking, placing and transporting tasks of the sub-vehicle 130.

[0147] The pre-deployment location is a dedicated storage point for the sub-vehicles 130 planned by the main control system 110 within the target service area (such as a certain section of a shopping mall parking lot or a parking space next to an old residential building). It can be close to the parking spaces waiting to be charged (usually one pre-deployment location corresponds to every 2-3 parking spaces) and does not occupy the passageway. The pre-deployment location stores the sub-vehicles 130 in a fully charged state to shorten the delivery time after the user places an order.

[0148] In some implementations, the pre-deployment location can be generated by the main control system using a path planning algorithm based on an electronic map of the target service area, historical charging heat data, and real-time parking space occupancy status. Typically, it selects areas that do not obstruct vehicle passage, such as common gaps between multiple adjacent parking spaces, along walls, or next to pillars. The pre-deployment location is marked on the map as a parking point with physical boundaries (such as ground marking lines) or a virtual electronic fence. After the AGV transport vehicle arrives at the pre-deployment location, it is precisely placed at that point. The vehicle is in a low-power standby state at the pre-deployment location; its wheels can be locked, and it continuously reports its position status to the main control system via a locator.

[0149] During the system initialization phase, the main control system 110 can first perform spatial modeling of the target service area, and plan several pre-deployment locations based on parking space distribution and traffic routes (for example, dividing the B2 level of a shopping mall parking lot into 10 pre-deployment locations, with each location reserving a storage space of 0.3 meters × 1.5 meters), and synchronize the location coordinates and surrounding environment map to the AGV's navigation system. The mother vehicle 120 is deployed in a standard parking space at the edge of the area, with its interior designed with parallel workstations according to the size of the wheelless daughter vehicles 130 (each workstation is 0.2-0.3 meters wide and can accommodate 10 daughter vehicles 130). The mother vehicle 120 has an openable delivery door on its side, and the bottom has reserved AGV forklift passages corresponding to the workstation positions.

[0150] After the mother car 120 completes the series high-voltage power replenishment of the daughter car 130, the main control system 110 starts the pre-deployment task of the daughter car 130: first, it sends a vehicle retrieval instruction to the AGV, which includes the workstation number of the target daughter car 130 in the mother car 120, the coordinates of the pre-deployment position, and the optimal transportation path. After receiving the instruction, the AGV autonomously drives to the mother vehicle 120 via laser SLAM navigation. The mother vehicle 120 opens the delivery door of the corresponding workstation according to the instruction. The AGV adjusts its posture so that the forklift mechanism is aligned with the forklift slot at the bottom of the daughter vehicle 130, and slowly inserts and lifts the daughter vehicle 130 (lifting height 5-10 cm to avoid friction between the bottom of the daughter vehicle 130 and the ground). Then, the AGV travels along the obstacle-free path planned by the main control system 110 (the path avoids high traffic areas in the main channel and prioritizes side auxiliary channels). During the journey, obstacles (such as pedestrians and passing vehicles) are detected in real time by laser radar. If a sudden obstacle is encountered, the AGV immediately sends an obstacle avoidance request to the main control system 110. The main control system 110 quickly replans the path and provides feedback to ensure transportation safety.

[0151] Assuming the target pre-deployment location is in the gap between three adjacent parking spaces, after the AGV travels to this location, it accurately positions itself according to preset coordinates and smoothly places the sub-cart 130 into the positioning slot of the pre-deployment location (the positioning slot ensures that the sub-cart 130 will not shift). The AGV then sends a "deployment complete" signal to the main control system 110. The main control system 110 updates the status of the sub-cart 130 at this pre-deployment location (marked as "fully charged and ready") and dispatches the AGV back to the parent car 120 to execute the transportation task of the next sub-cart 130, until all pre-deployment locations contain fully charged sub-carts 130, completing the first round of pre-deployment. Subsequently, the main control system 110 can update the status of the sub-cart 130 at each pre-deployment location in real time (marked as "fully charged and available," "occupied," or "awaiting recycling").

[0152] If subsequent charging scheduling causes some pre-deployed locations to become empty for sub-vehicles 130, the main control system 110 will prioritize scheduling AGVs to transport the sub-vehicles 130 that have been recharged from the mother vehicle 120 to the empty locations, maintaining the reserve of sub-vehicles 130 at the pre-deployed locations and ensuring a rapid response after a user places an order.

[0153] In the above implementation process, the main control system controls the automated guided vehicle to transport and pre-deploy the sub-vehicles to designated locations in the target service area. This enables the sub-vehicles to be deployed in advance and stand by in areas with high charging demand, effectively shortening the sub-vehicle transfer time after the user initiates a charging request and significantly optimizing the user charging experience.

[0154] Based on the above embodiments, when a user initiates a charging request, the main control system 110 receives a charging request from the target parking space, and in response to the charging request, determines the nearest target pre-deployment location that the sub-vehicle 130 can use from multiple pre-deployment locations according to the location of the target parking space, and sends a dispatch instruction to the automated guided vehicle to dispatch the automated guided vehicle to transport the sub-vehicle 130 from the target pre-deployment location to the location of the target parking space.

[0155] In some implementations, the main control system 110 is also used to trigger a process of transporting the sub-vehicle 130 to the location of the target parking space when the distance between the target pre-deployment location and the location of the target parking space is less than a set distance.

[0156] The charging request can be sent by the user terminal after scanning the service identifier set at the target parking space, and the service identifier is associated with the location of the target parking space.

[0157] Service identifiers can be deployed in prominent locations within the target parking space, such as pillars next to parking lines, ground signs, or near charging ports. They are typically QR codes or NFC tags, possessing a unique identification ID and being associated with the physical location of the corresponding parking space. This association information can be stored in the database of the main control system 110, and may include the parking space number, latitude and longitude coordinates, the area it belongs to (e.g., area A on B1 floor of a shopping mall), and the unique ID of the service identifier.

[0158] Taking the service identifier as a QR code as an example, in the early stages of system deployment, staff need to affix a unique QR code to each parking space in the target service area in a location that does not obstruct passage and is easy for users to scan. Each QR code is printed with a unique ID (e.g., B1-A-035, corresponding to parking space number 35 in area A on floor B1). Subsequently, the main control system 110 inputs information such as the physical coordinates of the parking space corresponding to the QR code ID, its area, and the distribution of surrounding pre-deployed locations, completing the binding between the service identifier and the parking space location, ensuring that the main control system 110 can quickly locate the target parking space through the QR code ID.

[0159] The user terminal needs to install an APP or mini-program that is compatible with the mobile charging system 100, and support QR code scanning / NFC sensing functions to initiate charging requests and transmit user needs.

[0160] When a user parks their new energy vehicle in a target parking space (e.g., parking space number 35 in area A on B1 floor) and needs to initiate a charging request, they simply need to open the mobile app and use the scanning function to scan the QR code (service identifier) ​​next to the parking space. The scanning process takes ≤5 seconds. After the user's terminal successfully scans the code, it automatically reads the unique ID of the QR code (B1-A-035) and, combined with the user's preset charging needs in the app (e.g., fast charging selected by default), generates a charging request containing "unique QR code ID, charging request type, and user account information," which is then sent to the main control system 110 via the network.

[0161] After the main control system 110 responds to the request, it initiates the "nearest available" filtering logic: First, it iterates through the status of all pre-deployed vehicle 130s and filters out the pre-deployed locations corresponding to the "fully charged and available" vehicle 130s (assuming that the current pre-deployed locations P5, P6, and P7 meet the conditions); then, it calls the distance calculation algorithm to calculate the straight-line distance between these three pre-deployed locations and the target parking space; finally, it sorts the locations by distance from smallest to largest, such as determining that the nearest and available target pre-deployed location for vehicle 130 is P5.

[0162] The main control system 110 can then dispatch the AGV to transport the sub-cart 130 at position P5 to the target parking space for charging. Alternatively, the main control system 110 can determine whether the distance between position P5 and the target parking space is less than a set distance. If it is greater than the set distance, the main control system 110 sends a dispatch command to the AGV, which includes information such as the position of sub-cart 130, the position of the target parking space, the transportation route, and the sub-cart number. After receiving the command, the AGV autonomously drives to the position of sub-cart 130 using laser SLAM navigation, inserts the forklift mechanism into the forklift slot at the bottom of sub-cart 130 and lifts it, traveling along the transportation route (avoiding high-traffic areas in the main aisle and prioritizing side auxiliary aisles). During the journey, it uses laser radar for real-time obstacle avoidance (automatically slowing down and avoiding pedestrians), and finally stops precisely next to the target parking space. Subsequently, the AGV sends a "transportation completed" signal to the main control system 110, which then notifies service personnel to proceed to the charging station.

[0163] If the distance between location P5 and the target parking space is less than a set distance, the main control system 110 will not dispatch the AGV. Instead, it will issue a manual transport instruction to the communication terminal of the service personnel responsible for that area. The instruction will include "target pre-deployment location, target parking space, vehicle 130 number, transport priority: normal". After receiving the instruction, the service personnel will view the navigation route to the target location through the terminal, go to location P5, and then use the handle (or simple carrying strap) at the bottom of vehicle 130 to quickly move vehicle 130 to a narrow gap next to the target parking space (such as the side of the vehicle). The user will then be notified to remotely unlock the charging port cover, and the service personnel will plug in the charging gun to complete the charging connection.

[0164] Alternatively, if the vehicle has an autonomous driving function, and the distance between the P5 position and the target parking space is less than the set distance, the main control system 110 can also dispatch the vehicle to drive autonomously to the location of the target parking space.

[0165] The aforementioned set distance can be the boundary threshold between manual and automatic transportation preset by the main control system 110. It is usually set to 3-5 meters according to the service area scenario (for example, 3 meters in densely packed parking areas and 5 meters in open areas of residential communities). When the distance is less than this value, manual transportation is used to improve efficiency, and when it is greater than or equal to this value, automated guided vehicles (AGVs) are used to reduce labor costs.

[0166] In the above implementation process, after receiving a charging request from the target parking space, the main control system can accurately match the nearest pre-deployed location where the vehicle is available based on the parking space location. It then dispatches an automated guided vehicle (AGV) to complete the vehicle transfer, achieving rapid delivery of the vehicle to the nearest location, minimizing user waiting time, and optimizing the charging service experience. At the same time, for scenarios where the pre-deployed location is close to the target parking space, the system selects to notify service personnel for manual transportation, effectively avoiding the waste of resources for short-distance transportation by the AAV and making the dispatching method more in line with the actual spatial scenario of the parking lot.

[0167] In some implementations, the sub-vehicles of this solution can also perform reservation and parking space occupancy functions. For example, before traveling, users can access the electronic map service interface through a mobile APP or mini-program. The map will display parking spaces in the destination parking lot where this mobile charging system has been deployed and are currently not occupied by fuel vehicles or unreserved electric vehicles (these parking spaces can be identified by parking locks or camera status). Users can select the parking space closest to the target exit or elevator lobby for reservation. After successful reservation, the main control system 110 can issue instructions to the parent vehicle or pre-distributed sub-vehicles in the corresponding area, dispatching the sub-vehicle 130 to move to the reserved parking space (in this case, the aforementioned pre-distributed location is the parking space reserved by the user) and park there, completing the "physical occupancy". This effectively prevents the parking space from being occupied by other vehicles before the user arrives.

[0168] When a user's vehicle enters the parking lot and approaches a reserved parking space (e.g., within 50 meters), the main control system 110 automatically triggers the handover process. The designated sub-vehicle 130, using its own sensors (such as cameras and ultrasonic radar) to confirm the user's vehicle identity (e.g., comparing license plate numbers) and the safety environment, automatically drives out of the parking space and flexibly moves to the "parking gap" space in front of, to the side of, or behind the vehicle to wait, making a full standard parking space available to the user. The user can easily park their vehicle in the confirmed empty parking space. After parking, the user can confirm or automatically trigger the charging process via the APP. The waiting sub-vehicle 130 then moves to the optimal position for the vehicle's charging port (or can be easily moved by the user / service personnel). The user remotely authorizes the opening of the vehicle's charging cover, connects the charging gun, and charging can begin.

[0169] Based on the above embodiments, the main control system 110 is also used to perform billing and settlement based on the order associated with the location of the target parking space after the charging of the target parking space is completed, and to control the automated guided vehicle to transport the sub-vehicle 130 of the target parking space back to the mother vehicle 120 or to the corresponding pre-deployment location.

[0170] The aforementioned charging order can be created by the main control system 110 after receiving a charging request, using the service identifier as an index. After charging is completed at the target parking space, the billing and settlement are performed based on the charging order.

[0171] If a user terminal initiates a charging request by scanning the QR code of the target parking space, the user terminal sends the service identifier ID, user account information, and charging requirements (such as fast charging) to the main control system 110 via the network. After receiving the request, the main control system 110 first parses the service identifier ID and uses this ID as a unique index to automatically create a charging order: the order number is generated according to the rule of "service identifier ID + timestamp". The order basic information module enters the service identifier index, user account, target parking space location, and charging requirement type (fast charging); at the same time, it initializes the charging process data module (initial charging power 0 kWh, charging time 0 minutes, real-time power 0 kW) and the billing and settlement data module (billing status "unsettled", unit price standard "peak power 1.3 yuan / kWh + fast charging service fee 0.3 yuan / kWh"), and stores the order data in the database.

[0172] After charging starts, the main control system 110 associates with the corresponding sub-vehicle 130 (e.g., sub-vehicle 130 number C36) in real time through the service identifier index. The sub-vehicle BMS transmits real-time charging data (updated every second) to the main control system 110 via the communication link. The main control system 110 continuously updates the charging process data module for this order using the service identifier as the index: for example, when charging for 10 minutes, it updates the charging level to 8 kWh and the real-time power to 48 kW; when charging for 35 minutes, it updates the charging level to 35 kWh, the charging time to 35 minutes, and the real-time power to stabilize at 50 kW. If the user adjusts their needs during charging (e.g., switching to slow charging), or the system detects a shift in peak and off-peak hours (e.g., entering peak hours at 17:00 and adjusting the unit price to 1.5 yuan / kWh), the main control system 110 will synchronously update the order's billing and settlement data module using the service identifier as the index (e.g., adjusting the service fee to 0.1 yuan / kWh) to ensure real-time and accurate data.

[0173] Once the sub-vehicle 130 completes charging (the sub-vehicle BMS detects that the SOC of the vehicle to be charged has reached 100%, or the user actively initiates a "stop charging" command via the APP), the sub-vehicle 130 immediately sends a "charging complete" signal to the main control system 110. This signal includes data such as the sub-vehicle 130 number, the actual charging amount (e.g., 30 kWh), the charging time (e.g., 40 minutes), and the current remaining battery level of the sub-vehicle 130 (e.g., 20%). After receiving the signal, the main control system 110 first retrieves the corresponding associated order based on the sub-vehicle 130 number. This order is generated when the user scans the service sign of the target parking space (e.g., B1-A-035). It is already bound to the parking space location, the user's payment account information, and preset charging preferences. The main control system 110 extracts information such as charging type (e.g., fast charging) and peak / off-peak hours (e.g., off-peak hours 00:00-06:00) from the order, and calculates the total cost by combining it with the pre-designed charging rules (e.g., off-peak electricity price of 1.2 yuan / kWh and fast charging service fee of 0.3 yuan / kWh). Then, it automatically deducts the cost from the user's bound payment account. After the deduction is completed, an electronic bill is generated and pushed to the user's terminal through the APP. At the same time, the order is marked as "settled". The entire billing and settlement process does not require manual intervention.

[0174] After billing and settlement are completed, the main control system 110 initiates the decision-making logic for the recovery of the sub-vehicle 130: First, it obtains the remaining power of the sub-vehicle 130 (e.g., 20%, with a preset "low power threshold" of 30%), and simultaneously queries the status of all pre-deployed locations within the target service area (whether they are vacant). If the remaining power of the sub-vehicle 130 is lower than the low power threshold and does not meet the power requirements for resuming standby, the main control system 110 decides to transport it back to the mother vehicle 120 for recharging. It then issues a recovery command to the automated guided vehicle (AGV), which includes the current position of the sub-vehicle 130, the coordinates of the mother vehicle 120, and the optimal transport route (avoiding the main channel and traveling via the auxiliary channel). After receiving the command, the AGV autonomously travels to the target parking space using laser SLAM navigation, adjusts its posture to align the forklift mechanism with the forklift slot at the bottom of the sub-vehicle 130, inserts and smoothly lifts the sub-vehicle 130, and travels along the planned path, avoiding obstacles using laser radar (automatically detouring around temporarily parked vehicles), and finally arrives at the mother vehicle 120. The mother car 120 opens the recycling door of the corresponding workstation according to the instruction, and the AGV accurately places the daughter car 130 into the workstation. The electrical interface and thermal management channel at the bottom of the daughter car 130 automatically connect with the mother car 120. The AGV sends a "recycling complete" signal to the main control system 110. The main control system 110 updates the status of the daughter car 130 to "awaiting energy replenishment" and marks the workstation corresponding to the mother car 120 as occupied.

[0175] If the remaining battery level of vehicle 130 after charging is 80% (above the low battery threshold), it is generally transported back to its pre-deployment location before charging, such as pre-deployment location P5, and this location is currently vacant. In this case, the main control system 110 decides to transport vehicle 130 back to its original pre-deployment location to stand by. At this time, the instructions issued by the main control system 110 to the AGV include the current location of vehicle 130, the coordinates of the pre-deployment location P5, and the path information. After the AGV transports vehicle 130 to the P5 location, it smoothly places it into the positioning slot and sends a "deployment complete" signal. The main control system 110 updates the P5 location status to "fully charged and ready to go," and vehicle 130 can immediately respond to new charging requests in the vicinity.

[0176] If the original target pre-deployment position P5 of vehicle 130 is occupied after charging is completed, but other nearby pre-deployment positions (such as P2) are vacant, the main control system 110 will prioritize selecting the nearest vacant pre-deployment position (such as P2, which is 1.5 meters away from the current position of vehicle 130) and dispatch the AGV to transport vehicle 130 to P2. If all pre-deployment positions are occupied and the remaining power of vehicle 130 is higher than the low power threshold, the main control system 110 will temporarily transport vehicle 130 to a backup pre-deployment position. Once the original pre-deployment position becomes vacant, the AGV will be dispatched to transfer vehicle 130 to ensure that vehicle 130 does not occupy parking spaces or passage resources.

[0177] In the above implementation process, billing and settlement are based on orders associated with the target parking space location. The billing basis is precisely linked to the charging service, and the settlement data is authentic and traceable. Moreover, it does not rely on specific sub-vehicle equipment information or charging vehicle information, which not only ensures the accuracy and fairness of billing, but also simplifies the settlement process, protects user privacy, and enables automatic deduction, thereby improving the user experience. At the same time, the main control system controls the automated guided vehicle to transport the sub-vehicle back to the mother vehicle for recharging or to the corresponding pre-deployed location for standby, realizing the flexible recycling and efficient turnover of sub-vehicles and maximizing the resource utilization rate of sub-vehicles.

[0178] The mobile charging system 100 in this solution adopts a "pre-deployment + local response" service model. The deployment points of the mother vehicle 120 are planned in advance in different areas of the parking lot. After the mother vehicle 120 carries multiple fully charged vehicles 130, the AGV automatically releases and precisely deploys the child vehicles 130 in smaller, subdivided areas. For example, with a density of one fully charged vehicle 130 for every 20 adjacent parking spaces, the child vehicles 130 are pre-stored using parking gaps (such as the sides or front of the vehicle), which does not obstruct passageways and shortens the subsequent delivery distance. Each parking space is equipped with a dedicated QR code (linked to precise parking space location information) or a physical call button. After parking, electric vehicle users do not need to wait for a fixed charging station to become available; they only need to scan the QR code to log in to the system and initiate a charging request, or directly press the call button to trigger the request. The entire operation takes less than 10 seconds, and users can leave immediately after initiating the request, significantly improving convenience.

[0179] After receiving a user's charging request, the main control system 110 automatically synchronizes the precise location of the vehicle to be charged (obtained via QR code positioning or caller binding). Charging service personnel can view all pending orders in real time. Combining the distribution status of the sub-vehicles 130 in the area and the urgency of the orders, the system uses intelligent algorithms to integrate demands and formulate queuing plans and optimal transportation routes. The transportation method is flexible and adaptable to different scenarios: if multiple orders are concentrated in the same area, the main vehicle 120 can be moved to that area to release multiple sub-vehicles 130, simultaneously responding to concurrent demands; if it is a single, dispersed order, the nearest pre-deployed sub-vehicle 130 is directly dispatched for short-distance transport via AGV or manual assistance. After the sub-vehicle 130 is transported to the vicinity of the vehicle to be charged, the service personnel adjust the sub-vehicle 130's posture (fitting it to the narrow space at the edge of the vehicle), take photos of the vehicle's exterior and the surrounding area of ​​the charging port, and upload them to the main control system 110 (to retain service evidence and avoid future disputes). The vehicle owner is then notified to remotely unlock the charging port cover via a mobile app, complete the plug connection, and start charging.

[0180] After charging is complete, maintenance personnel go to the site to remove the charging gun and use a QR code scanning app to read data such as the actual charging amount and charging time of vehicle 130. This information is transmitted in real time to the payment system linked to the location QR code. The payment logic is strongly correlated with the parking space location and does not rely on the specific charging equipment number (such as the license plate number), which simplifies the settlement process and protects user privacy. After the maintenance personnel close the charging port cover, they take another photo of the vehicle status and upload it to confirm the service completion. The system automatically generates an electronic bill and deducts the payment from the user's linked payment account. At the same time, the user is notified of the charging details and settlement result via APP push, SMS, etc. Finally, the AGV automatically goes to the site to move vehicle 130. According to the dispatch instructions of the main control system 110, vehicle 130 is transferred to the next vehicle waiting to be charged to continue service, or returned to the parent vehicle 120 to replenish the power, forming a closed-loop operation process of "pre-deployment - demand response - charging service - recycling and reuse", ensuring the system service efficiency and maximizing the utilization rate of vehicle 130.

[0181] In some implementations, the mobile charging system 100 in this solution can also realize functions such as parking lot electronic map function, car owner contact function, scheduled charging function, and active car search function.

[0182] The implementation of the parking lot electronic map function is as follows: During the system deployment phase, staff can collect overall parking lot structure data through laser scanning, on-site surveying, etc., and build a digital electronic map in the main control system 110. This map marks each parking space with its number, coordinates, whether it supports mobile charging service, and key information such as the fixed deployment point of the main vehicle 120, the pre-deployment location of the auxiliary vehicles 130, main / auxiliary passages, elevator entrances, and obstacles. The map is then synchronized to the user's terminal APP. The electronic map is linked to the main control system 110 data in real time, dynamically updating parking space occupancy status, the "fully charged / ready to charge / awaiting recycling" status of the auxiliary vehicles 130, and the charging status of the main vehicle 120. Users can directly view the distribution of available auxiliary vehicles 130 and the nearest available charging parking space by opening the APP. Back-end service personnel can also gain a global understanding of resource distribution within the area through the map, providing visual support for scheduling decisions. For example, if a user cannot find a charging-related parking space in the underground parking lot of a large shopping mall, they can filter for available parking spaces that "support mobile charging" through the APP's electronic map and navigate to the parking space.

[0183] The system facilitates communication with vehicle owners as follows: After a user initiates a charging request (by scanning a QR code or using a call button), the main control system 110 immediately pushes a notification via the app stating, "Request received, vehicle 130 expected to arrive within 5 minutes." Once vehicle 130 is transported to the vehicle, service personnel trigger an app message or SMS reminder via the backend to "remotely unlock the charging port cover." If no response is received within 10 minutes, the system automatically dials the user's pre-registered phone number to ensure smooth service delivery. During charging, the app provides real-time updates on the charging progress (e.g., "50% charged, 20 minutes remaining to fully charge"). In case of emergencies such as vehicle 130 malfunction or abnormal temperature, an alert message is immediately sent stating, "Charging paused, reason: temporary equipment failure, backup vehicle 130 will be dispatched," along with the proposed solution. Upon completion of charging, the system pushes a notification stating, "Charging completed, automatic billing, total cost X yuan," along with an electronic bill link for easy user review.

[0184] The reservation charging function works as follows: Users select their target parking lot and desired parking space (or just the area) via the APP's electronic map, set the reservation charging time (e.g., "tonight 20:00-22:00"), submit the reservation order, and pay a small deposit (which can be deducted from the charging fee). After receiving the reservation, the main control system 110 locks the corresponding area's fully charged vehicles 130 and marks them as "reserved" to prevent them from being occupied by other immediate orders. 30 minutes before the reservation time, the main control system 110 initiates the dispatch process, using AGVs to transport the reserved vehicles 130 to the pre-deployed location next to the reserved parking space. After the user arrives at the parking space at the reserved time, they scan the parking space's QR code to confirm "in place," and the main control system 110 immediately notifies service personnel to start charging, or the user can plug in the charging gun themselves. For example, commuters who need to use their cars early the next morning can reserve charging the night before for "06:00-07:00 the next day," and the system will complete the charging on time without requiring the user to wait.

[0185] The proactive car-finding function works as follows: When a user needs to find their car, they open the accompanying app, click the "Find Car" function entry, and the app retrieves the bound vehicle location information from the main control system 110. The app then marks the vehicle's location on the parking lot's electronic map with a prominent icon (such as a red car icon). Simultaneously, it uses the user's GPS to locate their current position (e.g., "Elevator Entrance 3, B2 Floor, XX Shopping Center"). After the user clicks "Start Navigation," the app automatically plans the shortest walking route from the user's current location to their parking space based on preset information such as the electronic map's layout, elevator entrances, stairwells, and landmarks (such as fire hydrants and signs). The route is marked with a highlighted line, and real-time voice navigation prompts are provided.

[0186] In some other implementations, to save deployment costs, the mother vehicle may not need to have a series-parallel switching circuit; instead, a fixed parallel or series circuit may be deployed. In this implementation, the architecture of the mobile charging system is similar to the mother-daughter vehicle architecture in the above embodiments, except that some functions of the main control system and the mother vehicle are changed.

[0187] For example, the main control system is used to obtain the battery status parameters of each sub-vehicle connected to the mother vehicle. When the battery status parameters meet the parallel charging conditions, the battery packs of each sub-vehicle are connected in parallel, and each sub-vehicle is charged in parallel mode. The parallel charging conditions include that the battery status parameters of each sub-vehicle are less than a set safety threshold.

[0188] Alternatively, the main control system is also used to connect the battery packs of each sub-vehicle in series and charge each sub-vehicle in series mode when the battery status parameters meet the series charging conditions. The series charging conditions include that the battery status parameters of each sub-vehicle are all less than a set safety threshold.

[0189] A fixed parallel circuit refers to a circuit where the mother car is only equipped with hardware circuits (including copper busbars, quick-connect connectors, pre-charge resistors, and basic relays) for parallel connection of the daughter car battery packs. There are no series switching components. After the daughter car is connected, it can only be connected in parallel. The structure is simplified to save costs.

[0190] When the mother car is only equipped with a parallel circuit, the parallel circuit can refer to the implementation circuit of the parallel mode in the above embodiments. During system initialization, multiple sub-cars can be connected to the mother car via side ramp rails or hoisting. The electrical interfaces at the bottom of the sub-cars automatically connect with the quick-change connectors of the mother car, forming a parallel circuit basic structure of "all sub-cars' positive terminals connected and negative terminals connected" through copper busbars. The main control system establishes remote communication with the mother car and each sub-car to complete state synchronization.

[0191] The main control system initiates the battery status parameter acquisition process, sending data acquisition commands to each sub-vehicle to obtain battery status parameters, such as the SOC and voltage of each sub-vehicle, and possibly data such as current and temperature. Assume the main vehicle is connected to three sub-vehicles: Sub-vehicle A has an SOC of 25% and a voltage of 360V; Sub-vehicle B has an SOC of 28% and a voltage of 370V; Sub-vehicle C has an SOC of 26% and a voltage of 365V. The preset parallel charging safety thresholds are SOC ≤ 30% and voltage ≤ 380V. After verification by the main control system, all battery status parameters of the three sub-vehicles are less than the set thresholds, meeting the parallel charging conditions.

[0192] The main control system then sends a charging start command to the parallel circuit of the mother car. First, it controls the auxiliary relay corresponding to the pre-charging resistor to close, allowing the daughter car battery packs to conduct slowly through the pre-charging resistor, avoiding inrush current caused by direct parallel connection. Once the circuit current is detected to be stable below the set value (without abnormal fluctuations), the main control system controls the main control relay to close, officially starting parallel charging. During charging, the daughter car battery packs maintain a parallel connection through the mother car's copper busbars, and the SOC and voltage of each daughter car naturally balance (for example, if daughter car B has a slightly higher voltage, it will provide a small amount of energy to daughter cars A and C through the parallel circuit, eventually bringing the voltages together).

[0193] In parallel charging mode, the batteries of each vehicle are connected to the AC-CDC converter for AC parallel charging, or the batteries of each vehicle are connected to the DC-CDC converter for DC parallel charging.

[0194] If the main battery is equipped with a thermal management system, it can simultaneously cool all the daughter batteries (via the thermal management channel connected to the daughter battery's liquid cooling plate), maintaining the temperature within the optimal range of 25-30℃. The main control system continuously monitors the battery status parameters of each daughter battery. When all daughter batteries reach 100% SOC (or the temperature of any daughter battery exceeds 45℃), it immediately controls the main control relay to disconnect, stopping charging. The entire process does not require switching circuit modes; parallel charging is achieved solely through basic on / off control.

[0195] A series circuit refers to a circuit where the mother car is only equipped with hardware circuits (including copper busbars, quick-connect connectors, and sequential connection terminals) for connecting the battery packs of the daughter cars in series, without parallel switching components. After the daughter cars are connected in a preset order, a series circuit is directly formed.

[0196] When the mother car is only equipped with a series circuit, the series circuit can refer to the implementation circuit of the series mode in the above embodiments. During system initialization, the daughter cars need to be connected in the order preset by the mother car (for example, daughter car A, daughter car B, daughter car C from the front end to the rear end of the mother car). The positive terminal of the daughter car is automatically connected to the negative terminal of the previous daughter car through a quick-connect connector, and finally a series circuit of "daughter car A positive terminal → mother car total positive terminal, daughter car C negative terminal → mother car total negative terminal" is formed, and the main control system completes the communication connection with each daughter car.

[0197] The main control system initiates battery status parameter acquisition, assuming three sub-vehicles are connected: Sub-vehicle A has a SOC of 22% and a voltage of 365V; Sub-vehicle B has a SOC of 24% and a voltage of 370V; Sub-vehicle C has a SOC of 23% and a voltage of 368V. The preset series charging safety thresholds are SOC ≤ 30% and voltage ≤ 380V, and all sub-vehicle parameters meet these conditions. The main control system sends a closing command to the main charging relay of the mother vehicle. The external charging power supply is connected through the main positive terminal of the mother vehicle, forming a high-voltage circuit through the series circuit (sub-vehicle A → sub-vehicle B → sub-vehicle C), thus initiating series high-voltage charging.

[0198] During charging, the main control system monitors the battery status parameters of each sub-vehicle in real time through the sub-vehicle BMS. If the SOC of a sub-vehicle reaches 100% or the temperature exceeds 45°C, the main charging relay is immediately disconnected to stop charging. If it is necessary to adapt to the supercharging scenario, the maximum allowable current of the series circuit can be increased by increasing the cross-section of the copper busbar of the main vehicle and optimizing the conductivity of the quick-connect connector (e.g., supporting 200A high-current charging) to achieve rapid energy replenishment.

[0199] In the aforementioned implementation process, a parent-child vehicle architecture enables centralized transportation, unified management, and batch charging of multiple child vehicles, significantly improving the transfer efficiency and deployment flexibility of the child vehicles. This adapts to charging needs across various scenarios and allows for concurrent response to multiple orders by distributing child vehicles, addressing the pain point of low single-vehicle operation efficiency in traditional mobile charging equipment. Furthermore, the parent vehicle employs a fixed parallel or series electrical connection design, eliminating complex series-parallel switching circuits, significantly reducing hardware deployment and subsequent maintenance costs. Simultaneously, it simplifies the control logic of the main control system, reducing the probability of software and hardware failures.

[0200] In some implementations, the individual vehicles can be directly charged in parallel via an ACDC or DC-DC converter. In this case, it is not necessary to determine the battery status parameters; that is, after the individual vehicles are connected in parallel, the mother vehicle can directly charge them. For example, the individual vehicles can be connected via a bidirectional ACDC converter, and can be directly connected in parallel at the ACDC output without considering battery voltage conditions.

[0201] In some implementations, when the vehicle is equipped with a DC-DC module, its application scenario is to provide services for new energy vehicles that support DC fast charging, and the user's charging station already has DC charging infrastructure. When the vehicle is equipped with an AC-DC module, its application scenario is for cost-sensitive customers, communities / old residential areas where AC power distribution cabinets are widespread, and integrated photovoltaic-storage-charging scenarios that mainly use slow charging. The purchase cost is low, and existing AC power distribution infrastructure can be utilized.

[0202] In some implementations, to address the issue of charging gun cables easily crossing, tangling, or even being run over when multiple vehicles simultaneously provide charging services to adjacent vehicles in densely populated parking areas, affecting operational safety, equipment lifespan, and on-site order, this solution can also digitize physical space constraints into scheduling logic and guide standardized operations through a human-machine interface.

[0203] Specifically, during the system deployment phase, the main control system combines the parking space distribution data in the parking lot electronic map to complete the basic rule configuration and parameter calibration. First, mark the relative positions of adjacent parking spaces for each parking space (e.g., left and right adjacent, front and back adjacent), and preset the parking orientation benchmark for the sub-vehicles. Clarify the core rule that "the charging gun interface side of the sub-vehicle must be away from the side of the adjacent parking space where the sub-vehicle can be deployed." At the same time, delineate a dedicated cable dragging area for each parking space. Based on the parking space dimensions (e.g., a standard parking space is 2.5 meters wide and 5.0 meters long), set the dragging area as a 0.3-0.5 meter gap between the corresponding side of the vehicle (left rear side, right rear side) and the edge line of the parking space. Simultaneously, input the dragging area range and recommended service orientation (e.g., left rear side access, right rear side access) into the main control system scheduling module. In addition, install length sensors on the cable reels of all sub-vehicles, calibrate the reasonable cable pull-out length required for each standard parking space (usually 2.0-3.0 meters, fine-tuned according to the parking space dimensions), and set an alarm threshold (0.5 meters beyond the reasonable length). Establish communication between the sensors, the sub-vehicle control module, and the main control system to ensure real-time synchronization of length data.

[0204] In actual operation scenarios, when the main control system receives charging requests from multiple adjacent parking spaces and dispatches multiple auxiliary vehicles to provide concurrent services, collaborative management rules are activated simultaneously. Regarding the parking orientation rules for the auxiliary vehicles, the main control system first obtains the relative positions of the parking spaces to be served through an electronic map. For example, parking spaces 101, 102, and 103 in parking area A are adjacent side-by-side. When all three spaces simultaneously initiate charging requests, and the main control system dispatches three auxiliary vehicles to their respective spaces, it simultaneously sends parking direction instructions to the AGVs, specifying that the charging gun interface side of the auxiliary vehicle at parking space 101 faces left (away from the adjacent parking space 102), and the charging gun interface side of the auxiliary vehicle at parking space 102... The charging gun interface of the AGV in parking space 103 faces right (away from adjacent parking spaces 101 and 103), while the charging gun interface of the AGV in parking space 103 faces right (away from adjacent parking space 102). The AGV adjusts the AGV's posture according to the instructions and parks the AGV precisely in the designated position. If the parking is done manually, the AGV screen will simultaneously display the text and graphic prompt "Please park with the charging gun interface facing left" to ensure that the service personnel operate according to the rules and avoid the charging gun interfaces of adjacent AGVs facing each other from the source, reducing the possibility of cable crossing.

[0205] The charging cable usage zoning rules are implemented in conjunction with the vehicle parking rules. When assigning charging tasks to vehicles, the main control system, in addition to specifying the target parking space, will simultaneously allocate recommended service locations and corresponding cable dragging areas based on the parking space size and vehicle orientation. For example, for parking space 101, the service location "access from the left rear side of the vehicle" will be assigned, and the cable dragging area will be clearly defined as the gap between the left edge of parking space 101 and the left rear wheel of the vehicle. After the vehicle arrives at the target parking space and is parked, the screen will mark the recommended service location and cable dragging area in graphic form, and display the prompt "Please pull out the charging cable from the left rear side, and avoid crossing the public passageway with the cable." This guides the service personnel to pull out the charging cable in the specified location, so that the cable is naturally laid in the dragging area, avoiding the cable from extending into the public passageway or adjacent parking space area due to random pulling of the cable, and thus preventing the cable from crossing and getting tangled with the cables of adjacent vehicles.

[0206] The cable length monitoring and alarm function provides full-process auxiliary control. The length sensor of the cable gun reel in the sub-vehicle collects the cable extension length in real time and synchronizes the data to the sub-vehicle control module. The sub-vehicle control module compares the real-time extension length with the preset reasonable length threshold for the current parking space. For example, the preset reasonable cable length for parking space 102 is 2.5 meters. If the service personnel accidentally pull the cable out from the front of the vehicle, causing the sensor to detect a cable extension length of 3.2 meters, exceeding the alarm threshold by 0.7 meters, the sub-vehicle will immediately activate a dual alarm: the screen displays a red prompt box "Cable extension too long, which may cause cable tangling. Please adjust the service position," and at the same time emits a low-frequency buzzer to remind the service personnel to adjust the cable extension direction or retract the excess cable in time. If the service personnel do not adjust in time, the sub-vehicle control module will synchronize the alarm information to the main control system. The main control system sends a reminder message to the on-site service personnel through the APP to ensure that the problem is handled in a timely manner.

[0207] The entire implementation process, through the rule scheduling of the main control system, the guidance and monitoring of the sub-vehicles, and the simple cooperation of service personnel, can solve the problem of cable entanglement when multiple sub-vehicles are serving in densely populated parking areas from the source, ensure operational safety, extend the service life of charging gun cables and equipment, maintain on-site service order, and form an efficient synergy with the intelligent scheduling and automated transportation system of the mobile charging system.

[0208] In conjunction with the above embodiments, please refer to Figure 8 , Figure 8 The flowchart illustrates a charging management method for a mobile charging system provided in this application embodiment. This method is applied to the main control system of the aforementioned mobile charging system, and the main vehicle in the mobile charging system has a series-parallel switching function. The method includes the following steps: Step S210: Obtain the first battery status parameters of each sub-vehicle connected to the mother vehicle; Step S220: When the first battery state parameters meet the parallel balancing condition, the electrical connection between the battery packs of each sub-vehicle is switched to parallel mode, and the second battery state parameters of each sub-vehicle are collected in parallel mode. The parallel balancing condition includes that the difference between the battery state parameters of each sub-vehicle is less than a set difference value. Step S230: When the second battery state parameters meet the series charging conditions, switch the electrical connection between the battery packs of each sub-vehicle to series mode, and charge each sub-vehicle in series mode. The series charging conditions include that the second battery state parameters of each sub-vehicle are all less than a set safety threshold.

[0209] It is understood that those skilled in the art will clearly recognize that, for the sake of convenience and brevity, the specific working process of this method embodiment can be referred to the corresponding process in the foregoing system embodiment, and will not be repeated here.

[0210] Please refer to Figure 9 , Figure 9 This is a schematic diagram of an electronic device for executing a charging management method, provided in an embodiment of this application. The electronic device may include: at least one processor 310, such as a CPU; at least one communication interface 320; at least one memory 330; and at least one communication bus 340. The communication bus 340 is used to establish communication between these components. In this embodiment, the communication interface 320 is used for signaling or data communication with other node devices. The memory 330 may be high-speed RAM or non-volatile memory, such as at least one disk storage device. Optionally, the memory 330 may also be at least one storage device located remotely from the aforementioned processor. The memory 330 stores computer-readable instructions; when these computer-readable instructions are executed by the processor 310, the electronic device performs the aforementioned method process.

[0211] Understandable. Figure 9 The structure shown is for illustrative purposes only; the electronic device may also include components that are more advanced than those shown. Figure 9 The more or fewer components shown, or having the same Figure 9 The different configurations shown. Figure 9 The components shown can be implemented using hardware, software, or a combination thereof.

[0212] This application provides a computer-readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it performs the method process executed by the electronic device in the above method embodiments.

[0213] This embodiment discloses a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions, and when the program instructions are executed by a computer, the computer can perform the methods provided in the above-described method embodiments, such as including: Obtain the first battery status parameters of each sub-vehicle connected to the mother vehicle; When the first battery state parameter meets the parallel balance condition, the electrical connection between the battery packs of each sub-vehicle is switched to parallel mode, and the second battery state parameter of each sub-vehicle is collected in the parallel mode. The parallel balance condition includes that the difference between the battery state parameters of each sub-vehicle is less than a set difference. When the second battery state parameter meets the series charging condition, the electrical connection between the battery packs of each sub-vehicle is switched to series mode, and each sub-vehicle is charged in the series mode. The series charging condition includes that the second battery state parameter of each sub-vehicle is less than a set safety threshold.

[0214] In summary, the embodiments of this application provide a mobile charging system, a charging management method, an electronic device, a storage medium, and a program product. This system achieves centralized transportation, unified management, and batch charging of multiple sub-vehicles through a parent-child vehicle architecture, significantly improving the transfer efficiency and deployment flexibility of the sub-vehicles, adapting to the charging needs of various scenarios, and enabling concurrent response to multiple orders by releasing sub-vehicles in a distributed manner, thus solving the pain point of low single-vehicle operation efficiency in traditional mobile charging equipment. The intelligent series-parallel switching method can first achieve rapid balancing of batteries in multiple sub-vehicles in parallel mode, avoiding the current surge caused by direct series connection due to excessive parameter differences, effectively protecting the battery module and extending its service life. Subsequently, a high-voltage charging circuit is constructed in series mode, effectively improving the overall charging speed and charging efficiency.

[0215] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0216] Furthermore, the units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0217] Furthermore, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0218] In this document, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, without necessarily requiring or implying any such actual relationship or order between these entities or operations.

[0219] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A mobile charging system, characterized in that, The mobile charging system includes a main control system, a mother vehicle, and multiple daughter vehicles. The mother vehicle and the multiple daughter vehicles are all remotely connected to the main control system. The multiple daughter vehicles are detachably connected to the mother vehicle, and the battery packs of the multiple daughter vehicles are connected through the electrical connection system of the mother vehicle. The main control system is used to acquire the first battery status parameters of each sub-vehicle connected to the mother vehicle; The main control system is also used to switch the electrical connection between the battery packs of each sub-vehicle to parallel mode when the first battery state parameter meets the parallel balance condition, and to collect the second battery state parameter of each sub-vehicle in the parallel mode, wherein the parallel balance condition includes that the difference between the first battery state parameters of each sub-vehicle is less than a set difference. The main control system is also used to switch the electrical connection between the battery packs of each sub-vehicle to a series mode when the second battery state parameter meets the series charging condition, and to charge each sub-vehicle in the series mode, wherein the series charging condition includes that the second battery state parameter of each sub-vehicle is less than a set safety threshold.

2. The mobile charging system according to claim 1, characterized in that, The main control system is further configured to switch the electrical connection between the battery packs of each sub-vehicle to a series mode when the first battery state parameters do not meet the parallel balancing condition but meet the series charging condition, and to charge each sub-vehicle in the series mode.

3. The mobile charging system according to claim 1, characterized in that, The mother vehicle includes a switching circuit for selectively connecting the battery packs of multiple daughter vehicles in parallel or series mode; the switching circuit is connected to the main control system. The switching circuit includes multiple relay groups, each relay group corresponding to the battery pack of a sub-vehicle. The main control system is used to control the on / off state of different relay groups to realize the parallel or series connection of the battery packs of each sub-vehicle.

4. The mobile charging system according to claim 1, characterized in that, The first battery status parameter includes battery voltage and / or battery state of charge, and the second battery status parameter includes battery current, battery voltage and / or battery state of charge.

5. The mobile charging system according to claim 1, characterized in that, The mother car includes a thermal management system, and the multiple daughter cars are connected to the mother car through a thermal management channel. The thermal management system is used to regulate the temperature of the multiple daughter cars in series mode.

6. The mobile charging system according to claim 1, characterized in that, The mobile charging system also includes an automated guided vehicle (AGV), which is remotely connected to the main control system. The main control system is also used to control the ARV to transport and park each sub-vehicle to the corresponding pre-deployed location within the target service area.

7. The mobile charging system according to claim 6, characterized in that, The main control system is also used to receive a charging request from a target parking space, and in response to the charging request, determine the nearest target pre-deployment location that the child vehicle can use from multiple pre-deployment locations based on the location of the target parking space, and send a dispatch instruction to the automated guided vehicle to dispatch the automated guided vehicle to transport the child vehicle at the target pre-deployment location to the location of the target parking space. And / or, the main control system is further configured to trigger a process of transporting the sub-vehicle to the location of the target parking space when the distance between the target pre-deployment location and the location of the target parking space is less than a set distance.

8. The mobile charging system according to claim 7, characterized in that, The main control system is also used to perform billing and settlement based on the order associated with the location of the target parking space after the charging is completed at the target parking space, and to control the automated guided vehicle to transport the sub-vehicle of the target parking space back to the mother vehicle or to the corresponding pre-deployment location.

9. The mobile charging system according to claim 8, characterized in that, The charging request is sent by the user terminal after scanning the service identifier set at the target parking space, and the service identifier is associated with the location of the target parking space; The main control system is also used to establish a charging order indexed by the service identifier after receiving the charging request; The main control system is also used to perform billing and settlement based on the charging order after the charging is completed at the target parking space.

10. A mobile charging system, characterized in that, The mobile charging system includes a main control system, a mother vehicle, and multiple daughter vehicles. The mother vehicle and the multiple daughter vehicles are all remotely connected to the main control system. The multiple daughter vehicles are detachably connected to the mother vehicle, and the battery packs of the multiple daughter vehicles are connected through the electrical connection system of the mother vehicle. The main control system is used to acquire the battery status parameters of each sub-vehicle connected to the mother vehicle; The main control system is also used to connect the battery packs of each sub-vehicle in parallel and charge each sub-vehicle in parallel mode when the battery status parameters meet the parallel charging conditions. The parallel charging conditions include that the battery status parameters of each sub-vehicle are all less than a set safety threshold. Alternatively, the main control system is further configured to connect the battery packs of each sub-vehicle in series and charge each sub-vehicle in series mode when the battery state parameters meet the series charging conditions, wherein the series charging conditions include that the battery state parameters of each sub-vehicle are all less than a set safety threshold.

11. A charging management method for a mobile charging system, characterized in that, The method, applied to the main control system of any one of the mobile charging systems according to claims 1-9, comprises: Obtain the first battery status parameters of each sub-vehicle connected to the mother vehicle; When the first battery state parameter meets the parallel balance condition, the electrical connection between the battery packs of each sub-vehicle is switched to parallel mode, and the second battery state parameter of each sub-vehicle is collected in the parallel mode. The parallel balance condition includes that the difference between the battery state parameters of each sub-vehicle is less than a set difference. When the second battery state parameter meets the series charging condition, the electrical connection between the battery packs of each sub-vehicle is switched to series mode, and each sub-vehicle is charged in the series mode. The series charging condition includes that the second battery state parameter of each sub-vehicle is less than a set safety threshold.

12. An electronic device, characterized in that, It includes a processor and a memory, the memory storing computer-readable instructions that, when executed by the processor, perform the method as described in claim 11.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it performs the method as described in claim 11.

14. A computer program product, characterized in that, It includes computer program instructions, which are read and executed by a processor to perform the method as described in claim 11.

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