Charging and energy replenishment system, method, and vehicle

Abstract

The application provides a charging and energy supplementing system, method and vehicle, relates to the technical field of vehicle power supply, and is applied to a hybrid electric vehicle provided with a socket for discharging to the outside. The system comprises a first connecting module, a second connecting module and a control module. The first connecting module is connected with an external power supply device, and the second connecting module is connected with the socket. The control module acquires first connection state information of the first connecting module, second connection state information of the second connecting module and vehicle information from the vehicle. The target working mode of the vehicle is determined based on the first connection state information, the second connection state information and the vehicle information. In response to the target working mode being a charging mode, the power supply branch is switched to a conducting state, so that the electric energy of the external power supply device is transmitted to the vehicle through the power supply branch. The system can realize the integration of the charging function and the discharging function at low cost by multiplexing the existing discharging socket of the vehicle, and the charging efficiency is relatively high.

Description

Technical Field

[0001] This application relates to the field of vehicle power supply technology, and more specifically, to a charging and replenishment system, method, and vehicle. Background Technology

[0002] Currently, vehicles include two types: plug-in hybrid electric vehicles (PHEVs) and hybrid electric vehicles (HEVs). Early HEV models generally had smaller battery capacities, resulting in lower reliance on external power sources for charging. Therefore, HEV models typically only had a power outlet for external discharge and did not have a dedicated charging port.

[0003] However, with the increasing diversity of consumer lifestyles and the growing popularity of outdoor camping and road trips, the in-vehicle discharge function of new energy vehicles provides significant convenience for these scenarios. The continuous growth in user demand for electricity for parking air conditioning, in-vehicle entertainment systems, outdoor lighting, and cooking appliances has led to a significant increase in the battery capacity of HEV models.

[0004] Correspondingly, the demand for external charging of HEV vehicle batteries has emerged. Traditional HEV models can only replenish the battery pack by starting the engine and consuming fuel. However, for power batteries with significantly increased capacity, relying solely on engine fuel for charging is not only inefficient but also incurs additional fuel costs, affecting the vehicle's range and greatly impacting the user experience. Summary of the Invention

[0005] This application provides a charging and energy replenishment system, method, and vehicle, aiming to solve the problems of low charging efficiency and high cost when charging the power battery of HEV models in related technologies.

[0006] In a first aspect, a charging and energy replenishment system is provided for use in a hybrid electric vehicle. The vehicle is equipped with a socket for external power discharge. The charging and energy replenishment system includes a first connection module, a second connection module, and a control module. The control module is connected to both the first and second connection modules. The first connection module is used to connect to an external power supply device, and the second connection module is used to connect to the socket. The power supply branch between the first and second connection modules remains normally disconnected in an uncontrolled state. The control module is configured to: acquire first connection status information of the first connection module, second connection status information of the second connection module, and vehicle information from the vehicle; wherein the vehicle information includes at least one of the vehicle's current gear position and the activation status of the charging function on the vehicle display screen; determine the vehicle's target operating mode based on the first connection status information, the second connection status information, and the vehicle information; and, in response to the target operating mode being a charging mode, control the power supply branch to switch to a conducting state so that electrical energy from the external power supply device can be transmitted to the vehicle via the power supply branch.

[0007] In the aforementioned technical solution, this application relies entirely on the original vehicle's bidirectional OBC and socket, directly reusing the vehicle's existing external discharge socket as a charging interface. There is no need to add a dedicated charging dock and its associated high-voltage wiring harness, connectors, and structural mounting components to the vehicle body. At the vehicle hardware level, no structural, wiring harness, or component modifications are required; the charging function can be achieved solely through software upgrades. Compared to solutions requiring a dedicated charging dock, this application significantly reduces development and mass production costs and shortens the product development cycle. Secondly, by setting up a first connection module, a second connection module, and a control module, and based on multi-dimensional status information such as the first connection status information, the second connection status information, and vehicle information, the target operating mode of the vehicle is intelligently identified and determined. In charging mode, the power supply branch is activated to receive external power input; in discharging mode, the power supply branch remains constantly disconnected, achieving flexible and intelligent switching between charging and discharging functions on the same socket, meeting diverse user power needs. Furthermore, the redundant design of keeping the power supply branch constantly disconnected in uncontrolled states ensures that charging and discharging modes will not be activated simultaneously, fundamentally avoiding circuit conflicts and safety risks.

[0008] It should be understood that the above solution allows HEV models to conveniently charge their batteries via external power supply devices, just like PHEV models. This results in higher charging efficiency and effectively reduces the energy costs associated with relying solely on fuel, improving the vehicle's range and fuel economy. Simultaneously, it avoids the noise and emissions associated with engine idling during charging, significantly enhancing the user experience.

[0009] In conjunction with the first aspect, in some possible implementations, the control module includes a voltage diagnostic unit and a control box; the voltage diagnostic unit is connected to the first connection module and is used to acquire first connection status information, which includes the electrical connection status between the first connection module and the external power supply equipment; the control box is connected to the voltage diagnostic unit and the second connection module and is used to receive the first connection status information and acquire second connection status information, which includes the mechanical locking status between the second connection module and the socket.

[0010] In the above technical solution, the input voltage is detected by a voltage diagnostic unit to ensure the quality of external power supply access. A mechanical locking detection mechanism ensures reliable physical connection and avoids loose connections and sparking. The control box performs comprehensive logical judgments on multi-dimensional vehicle status information to ensure the vehicle is in a safe and rechargeable state. The synergistic effect of these three safety mechanisms constructs a complete charging safety protection system from three dimensions: electrical parameters, physical connection, and vehicle status. This effectively avoids safety risks caused by abnormal power supply, poor connection, or improper vehicle status, ensuring charging reliability.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the first connection module and the second connection module establish a power supply branch through the live wire and the neutral wire. The control module further includes a leakage current diagnosis unit, which is connected to the live wire, the neutral wire and the control box, and is used to detect the current difference between the live wire and the neutral wire and output it to the control box. The control box is also used to determine that there is a leakage current in the power supply branch when the current difference is greater than a preset threshold, and to control the power supply branch to disconnect.

[0012] In the above technical solution, a leakage current diagnostic unit is set up to monitor the current difference between the live wire and the neutral wire in real time. When the leakage current exceeds the safety threshold, the control box actively controls the power supply branch to disconnect quickly, which is equivalent to integrating an independent residual current protection device into the charging and energy replenishment system. This mechanism can cut off the power supply with a millisecond-level response speed in emergency situations such as insulation failure, equipment dampness, or accidental electric shock, effectively preventing electric shock accidents and significantly improving the safety protection level of the charging and energy replenishment system in complex outdoor power environments.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the second connection module includes a micro switch, and a switch module is connected in series on the power supply branch; the controlled end of the switch module is connected to the first end of the micro switch and the control box, and the second end of the micro switch is connected to the control box; wherein, when the micro switch is closed, it indicates that the second connection module and the socket have been mechanically locked, so that the switch module is turned on.

[0014] In the above technical solution, the dual conduction condition design of "hardware mechanical interlock + software logic control" ensures that the power supply branch can only be conducted (i.e., the switch module is conducted) under the premise that the external plug and socket are physically locked in place (i.e., the micro switch is conducted), which effectively prevents safety risks such as arcing and poor contact caused by accidental power-on due to improper plugging or loose connection.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the first connection module and the second connection module establish a power supply branch through the live wire and the neutral wire, and the switch module includes a first relay and a second relay; the switch of the first relay is connected in series on the live wire, and the coil of the first relay serves as the controlled terminal of the switch module, connected to the first terminal of the micro switch and the control box; the switch of the second relay is connected in series on the neutral wire, and the coil of the second relay serves as the controlled terminal of the switch module, connected to the first terminal of the micro switch and the control box; wherein, both the first relay and the second relay are normally open relays.

[0016] Secondly, embodiments of this application provide a charging and energy replenishment method, applied to the charging and energy replenishment system described in any optional manner of the first aspect. The method includes: acquiring first connection status information of a first connection module, second connection status information of a second connection module, and vehicle information from a vehicle; determining a target operating mode of the vehicle based on the first connection status information, the second connection status information, and the vehicle information; and controlling the power supply branch to switch to a conducting state in response to the target operating mode being a charging mode, so that the electrical energy of the external power supply equipment is transmitted to the vehicle via the power supply branch.

[0017] In conjunction with the second aspect, in some possible implementations, in response to the target operating mode being the charging mode, the method further includes: first connection status information indicating that an electrical connection has been established between the first connection module and the external power supply device; second connection status information indicating that the second connection module and the socket have been mechanically locked; and vehicle information indicating that the vehicle is in a parked state and the charging function of the vehicle's in-vehicle display is activated; and determining the target operating mode as the charging mode.

[0018] In combination with the second aspect and the above implementation methods, in some possible implementation methods, before determining the target working mode as the charging mode, the method further includes: obtaining the current difference between the live wire and the neutral wire; in response to the current difference being greater than a preset threshold, determining that there is a leakage state in the power supply branch, and controlling the power supply branch to disconnect.

[0019] In combination with the second aspect and the above implementation methods, in some possible implementation methods, after controlling the power supply branch between the first connection module and the second connection module to connect in response to the target working mode being the charging mode, so that the power of the external power supply device is transmitted to the socket via the power supply branch, the method further includes: obtaining the battery status information of the vehicle's power battery; and controlling the power supply branch to switch to a normally open state in response to the battery status information indicating that the power battery is fully charged, or the vehicle information indicating that the vehicle has exited the parking state.

[0020] Thirdly, embodiments of this application provide a charging and energy replenishment device, including the charging and energy replenishment system described in any optional manner of the first aspect.

[0021] Fourthly, a vehicle is provided, the vehicle including a memory and a processor; the memory is used to store executable program code; the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the charging and replenishment method in any possible implementation of the second aspect and the second aspect.

[0022] Fifthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the charging and replenishing method in any possible implementation of the second aspect and the second aspect.

[0023] In a sixth aspect, a computer-readable storage medium is provided, which stores a computer program that, when executed, causes the computer to perform the charging and power replenishment method in any possible implementation of the second aspect and the second aspect described above. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of a charging and energy replenishment system provided in an embodiment of this application; Figure 2 This is a schematic diagram of another charging and energy replenishment system provided in an embodiment of this application; Figure 3 This is a schematic diagram of another charging and energy replenishment system provided in the embodiments of this application; Figure 4 This is a schematic diagram of another charging and energy replenishment system provided in the embodiments of this application.

[0025] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application; Figure 6 This is a schematic diagram of power flow in a charging mode provided in an embodiment of this application; Figure 7 This is a schematic diagram of power flow in a discharge mode provided in an embodiment of this application; Figure 8 This is a schematic flowchart of a charging and energy replenishment method provided in an embodiment of this application; Figure 9 This is a schematic flowchart illustrating another charging and energy replenishment method provided in the embodiments of this application; Figure 10 This is a schematic diagram of another vehicle structure provided in an embodiment of this application.

[0026] In the attached figures, the following labels are used: 1. Charging and energy replenishment system; 11. First connection module; 12. Second connection module; 13. Control module; 131. Voltage diagnostic unit; 132. Control box; 133. Leakage diagnostic unit; 14. Switch module; 2. Socket; 3. External power supply equipment; 4. Bidirectional on-board charger; 5. Power battery; 6. Vehicle; 61. Memory; 611. Executable program code; 62. Processor; K0, micro switch; K1, first relay; K2, second relay; K3, discharge switch. Detailed Implementation

[0027] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of 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. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0028] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0029] Currently, vehicles include two types: plug-in hybrid electric vehicles (PHEVs) and hybrid electric vehicles (HEVs). PHEV models typically feature dedicated charging and discharging ports. During charging, users insert a standard-compliant charging gun into the vehicle's charging port to charge the battery via AC through the on-board charger (OBC). During discharging (i.e., when the vehicle supplies power to external devices), users can plug 220V household appliances into the vehicle's discharging port. The vehicle's battery then converts this AC power to industrial frequency AC via the bidirectional OBC before supplying power to external devices.

[0030] For hybrid electric vehicles (HEVs), due to their early product positioning and cost control strategies, they typically only have a socket for external power discharge and no dedicated charging port. It should be understood that early HEVs generally had smaller battery capacities, and the vehicles had lower demands for external power sources. They primarily relied on energy recovery and generation during engine operation to maintain battery power, thus eliminating the need for a charging port.

[0031] However, with increasingly diverse consumer lifestyles and the growing popularity of outdoor camping and road trips, the in-vehicle discharge function in new energy vehicles provides significant convenience for these scenarios. The continuous growth in user demand for electricity for parking air conditioning, in-vehicle entertainment systems, outdoor lighting, and cooking appliances has led to a significant increase in the battery capacity of HEV models. The battery is no longer merely an auxiliary power source but also possesses the ability to continuously supply power to external loads as an independent energy storage unit.

[0032] Correspondingly, the demand for external charging of HEV vehicle batteries has emerged. Traditional HEV models can only replenish the battery pack by starting the engine and consuming fuel. However, for power batteries with significantly increased capacity, relying solely on engine fuel for charging is not only inefficient but also incurs additional fuel costs, affecting the vehicle's range and greatly impacting the user experience.

[0033] If, in order to meet the aforementioned charging requirements, a dedicated charging dock is added to HEV vehicles by directly imitating PHEV models, it would significantly increase the vehicle's manufacturing costs. Furthermore, it would require redesigning the charging dock's mounting position on the vehicle's sheet metal structure, involving the rewiring and securing of high-voltage wiring harnesses, resulting in substantial modifications to the entire vehicle and a lengthy development cycle.

[0034] Therefore, embodiments of this application provide a charging and energy replenishment system, method, and vehicle. This system can integrate charging and discharging functions at low cost by reusing the vehicle's existing external discharge socket, and the charging efficiency is relatively high.

[0035] The following description, in conjunction with the accompanying drawings, provides an exemplary description of the charging and replenishment system, method, and vehicle provided in this application.

[0036] Figure 1 This is a schematic diagram of a charging and energy replenishment system provided in an embodiment of this application.

[0037] In one example, such as Figure 1As shown, this application embodiment provides a charging and energy replenishment system 1, which is applied to a hybrid electric vehicle. The vehicle is equipped with a socket 2 for external power discharge. One end of the charging and energy replenishment system 1 is connected to an external power supply device 3, and the other end of the charging and energy replenishment system 1 is connected to the socket 2. The charging and energy replenishment system 1 is used to transfer electrical energy between the external power supply device 3 and the socket 2 to realize the charging function of the vehicle's power battery or the discharging function of the vehicle to external devices.

[0038] It should be understood that socket 2 is the vehicle's external discharge interface, used for connecting external electrical devices (e.g., household appliances, outdoor work tools, emergency rescue equipment, etc.) to enable the vehicle to discharge the electrical energy stored in its power battery to the outside. In this embodiment, socket 2 is also reused as the vehicle's charging interface, meaning that socket 2 simultaneously serves the dual functions of external discharge and external charging. When socket 2 is connected to a charging device (i.e., external power supply device 3), the charging and energy replenishment system 1 can transfer the electrical energy provided by the external power supply device 3 to the vehicle's power battery, thereby enabling the charging of the vehicle's power battery. By reusing the external discharge interface as a charging interface, there is no need to separately install a dedicated charging interface on the vehicle body, which helps to simplify the vehicle body structure design and reduce manufacturing costs.

[0039] Optionally, the external power supply device 3 can be a household socket (e.g., a civilian AC power socket conforming to the standards of various countries), a mobile energy storage power supply (e.g., a portable energy storage device such as the Electric Xiao Er), or a dedicated AC charging pile, etc. This application embodiment does not specifically limit this.

[0040] Figure 2 This is a schematic diagram of another charging and energy replenishment system provided in an embodiment of this application.

[0041] To enable the socket 2 provided in this application to flexibly switch between discharging and charging, in one example, such as Figure 2 As shown, the charging and energy replenishment system 1 includes a first connection module 11, a second connection module 12, and a control module 13. The control module 13 is connected to both the first connection module 11 and the second connection module 12. The first connection module 11 is used to connect to an external power supply device 3, serving as the power input terminal of the charging and energy replenishment system 1. The second connection module 12 is used to connect to a socket 2, serving as the power output terminal of the charging and energy replenishment system 1.

[0042] It is worth noting that the power supply branch between the first connection module 11 and the second connection module 12 remains normally disconnected in the uncontrolled state. That is, when the control module 13 does not apply an active control command, the power supply branch is in a physically or electrically disconnected state, thereby effectively avoiding unexpected power transmission caused by misconnection, line abnormality or equipment failure, and improving the static safety and reliability of the system.

[0043] The control module 13 is configured to execute the following control logic: First, the control module 13 acquires the first connection status information of the first connection module 11, the second connection status information of the second connection module 12, and vehicle information from the vehicle. The first connection status information indicates whether the external power supply device 3 has been correctly and reliably connected to the first connection module 11. The second connection status information indicates whether the second connection module 12 has been plugged into the socket 2 and formed an electrical connection. The vehicle information is used to comprehensively assess whether the vehicle currently has the conditions for safe charging or discharging.

[0044] Secondly, based on the first connection status information, the second connection status information, and the vehicle information, the target operating mode of the vehicle is determined. The target operating mode includes at least a charging mode and a discharging mode. For example, when the first connection status information indicates that the external power supply device 3 has been connected, the second connection status information indicates that the second connection module 12 has been plugged into the socket 2, and the vehicle information indicates that the vehicle is in a charging state, the control module 13 determines that the target operating mode is the charging mode.

[0045] Finally, in response to the target operating mode being charging mode, the control module 13 controls the power supply branch to switch to the conducting state, so that the electrical energy of the external power supply device 3 can be transmitted to the vehicle through the power supply branch, thereby charging the vehicle's power battery. If the target operating mode is discharging mode, the control module 13 keeps the power supply branch in the normally open state and conducts the corresponding discharge circuit inside the vehicle to realize the vehicle's power output to external devices.

[0046] Thus, this application relies entirely on the original vehicle's bidirectional OBC and Vehicle to Load (V2L) interface hardware, directly reusing the vehicle's existing external discharge socket 2 as a charging interface. There is no need to add a dedicated charging dock and its associated high-voltage wiring harness, connectors, and structural mounting components to the vehicle body. At the overall vehicle hardware level, no structural, wiring harness, or component modifications are required; the charging function can be achieved solely through software upgrades. Compared to adding a dedicated charging dock, this application significantly reduces development and mass production costs and shortens the product development cycle. Secondly, by setting up a first connection module 11, a second connection module 12, and a control module 13, and based on multi-dimensional status information such as the first connection status information, the second connection status information, and vehicle information, the target operating mode of the vehicle is intelligently identified and determined. In charging mode, the power supply branch is activated to achieve external power input; in discharging mode, the power supply branch is kept constantly disconnected, realizing flexible and intelligent switching between charging and discharging functions on the same socket 2, meeting the diverse power needs of users. In addition, the redundant design of the power supply branch, which remains constantly disconnected in the uncontrolled state, ensures that the charging and discharging modes will not be activated simultaneously, fundamentally avoiding circuit conflicts and safety risks.

[0047] It should be understood that the above solution allows HEV models to conveniently charge their power batteries via external power supply equipment 3, just like PHEV models. This results in high charging efficiency and effectively reduces the energy costs associated with relying solely on fuel, improving the vehicle's range and fuel economy. Simultaneously, it avoids the noise and emissions associated with engine idling during charging, significantly enhancing the user experience.

[0048] Figure 3 This is a schematic diagram of another charging and energy replenishment system provided in the embodiments of this application.

[0049] In one example, such as Figure 3 As shown, the control module 13 includes a voltage diagnostic unit 131 and a control box 132. The voltage diagnostic unit 131 is connected to the first connection module 11 and is used to acquire first connection status information, which includes the electrical connection status between the first connection module 11 and the external power supply device 3. Specifically, the voltage diagnostic unit 131 determines whether the external power supply device 3 has been reliably connected by detecting the input voltage and / or insulation resistance to ground of the first connection module 11. For example, when the voltage diagnostic unit 131 detects that the effective value of the sinusoidal AC voltage at the input terminal of the first connection module 11 is within a preset range (e.g., 220V±10%) and the insulation resistance to ground is greater than a preset safety threshold, it determines that the external power supply device 3 has been normally connected.

[0050] The control box 132 is connected to the voltage diagnostic unit 131 and the second connection module 12, and is used to receive first connection status information and acquire second connection status information, including the mechanical locking status between the second connection module 12 and the socket 2. Specifically, the second connection module 12 is equipped with a mechanical locking detection mechanism (e.g., a micro switch or a Hall sensor). When the second connection module 12 is inserted into the socket 2 and rotated to the locking position, the mechanical locking detection mechanism is triggered, generating a corresponding electrical signal and sending it to the control box 132. The control box 132 determines whether the mechanical locking status between the second connection module 12 and the socket 2 is in place based on the electrical signal. Only when the mechanical locking status indicates that the lock is in place will the control box 132 allow the power transmission operation to be performed, thereby effectively preventing safety risks such as arcing and poor contact caused by accidental power supply in the case of improper insertion or loose connection.

[0051] In addition, the control box 132 is also connected to the vehicle's vehicle control unit (VCU) or battery management system (BMS) to obtain vehicle information. The vehicle information includes at least one or more of the following: battery state of charge, battery temperature, vehicle gear position, parking status, high-voltage circuit status, and the activation status of the charging function on the vehicle display screen.

[0052] After comprehensively determining that the first connection status information, the second connection status information, and the vehicle information all meet the charging conditions, the control box 132 activates the power supply branch. Specifically, the charging conditions include at least the following: the voltage diagnostic unit 131 determines that the external power supply device 3 is normally connected; the mechanical lock status indicator is locked; the state of charge (SOC) of the power battery is lower than a preset charging threshold (e.g., SOC ≤ 95% to prevent overcharging); the battery temperature is within the allowable charging temperature range (e.g., 0℃~55℃); the vehicle is in parking gear (P gear) and the parking status is effective; the high-voltage circuit is normal (no insulation fault or short circuit fault); and the charging function of the vehicle display screen is activated. When all the above conditions are met, the control box 132 controls the power supply branch to activate, so that the electrical energy of the external power supply device 3 is transmitted to the vehicle through the power supply branch to charge the power battery.

[0053] In this example, the input voltage is detected by the voltage diagnostic unit 131 to ensure the quality of the external power supply device 3's connection. A mechanical locking detection mechanism ensures a reliable physical connection, preventing loose connections and sparking. Furthermore, the control box 132 performs comprehensive logical judgments on the vehicle's multi-dimensional status information to ensure the vehicle is in a safe and rechargeable state. The synergistic effect of these three safety mechanisms constructs a complete charging safety protection system from three dimensions: electrical parameters, physical connections, and vehicle status. This effectively avoids safety risks caused by abnormal power supply, poor connections, or improper vehicle conditions, ensuring charging reliability.

[0054] Taking a microswitch as an example of a mechanical locking detection mechanism, in one example, such as Figure 3 As shown, the second connection module 12 of the mechanical locking detection mechanism includes a micro switch K0, and a switch module 14 is connected in series on the power supply branch. The controlled end of the switch module 14 is connected to the first end of the micro switch K0 and the control box 132, and the second end of the micro switch K0 is connected to the control box 132.

[0055] When microswitch K0 is closed, it indicates that the second connection module 12 and the socket 2 are mechanically locked in place, allowing the switch module 14 to conduct. Specifically, microswitch K0 is located at the insertion end of the second connection module 12 and is used to detect the insertion and locking status between the external plug and the socket 2. When the second connection module 12 is inserted into the socket 2 and rotated to the locked position, the locking mechanism inside the socket 2 triggers the contact of microswitch K0, causing microswitch K0 to switch from the normally open state to the closed state. After microswitch K0 is closed, it sends a mechanical locking signal (i.e., second connection status information) to the control box 132 and provides a conduction enable signal to the controlled end of the switch module 14, enabling the switch module 14 to conduct. In other words, microswitch K0 provides a hardware-level pre-enabling condition for the conduction of the switch module 14 at the mechanical structure level; the switch module 14 is only allowed to conduct after the physical insertion and locking are in place.

[0056] A switch module 14 is connected in series on the power supply branch between the first connection module 11 and the second connection module 12, and is used to switch the power supply branch on and off under the control of the control box 132. It should be understood that the conduction of the switch module 14 requires the simultaneous fulfillment of two conditions: first, a hardware enable signal provided by the closed microswitch K0; and second, a conduction control signal output by the control box 132 to the controlled terminal of the switch module 14 after comprehensively judging that the first connection status information, the second connection status information, and the vehicle information all meet the charging conditions. Only when both conditions are met simultaneously will the switch module 14 switch to the conduction state, allowing the electrical energy from the external power supply device 3 to be transmitted to the socket 2 via the first connection module 11, the switch module 14, and the second connection module 12, thereby charging the vehicle's power battery.

[0057] It is worth noting that when the switch module 14 is in the ON state and the control box 132 determines that an abnormal situation exists (e.g., the leakage current diagnostic unit 133 detects a current difference greater than a preset threshold, the battery temperature in the vehicle information exceeds the allowable range, or the user actively terminates charging through the vehicle interface), the control box 132 can independently send a disconnect control signal to the switch module 14, forcing the switch module 14 to return to the OFF state, thereby quickly cutting off the power supply branch. That is, the hardware enable signal provided by the micro switch K0 is one of the necessary conditions for the switch module 14 to be turned on, but the control box 132 has the ability to independently control the switch module 14 to ensure that it can quickly respond and cut off power transmission in abnormal situations, thus ensuring safety.

[0058] Optionally, the switching module 14 may be an N-type metal-oxide-semiconductor (NMOS) field-effect transistor, a P-type metal-oxide-semiconductor (PMOS) field-effect transistor, an insulated gate bipolar transistor (IGBT), a transistor, a relay circuit, or other devices or circuits capable of switching on and off. This application embodiment does not specifically limit this.

[0059] In this example, the dual conduction condition design of "hardware mechanical interlock + software logic control" ensures that the power supply branch can only be turned on (i.e., switch module 14 is turned on) when the external plug and socket 2 are physically locked in place (i.e., micro switch K0 is turned on). This effectively prevents safety risks such as arcing and poor contact caused by accidental power-on due to improper plugging or loose connection. Secondly, the control box 132 can make independent decisions based on real-time monitoring of multi-dimensional status information and quickly cut off the circuit when an abnormality occurs, combining safety and flexibility.

[0060] Figure 4 This is a schematic diagram of another charging and energy replenishment system provided in the embodiments of this application.

[0061] The first connection module 11 and the second connection module 12 establish a power supply branch via the live (L) wire and the neutral (N) wire. For example, as shown... Figure 4 As shown, the switch module 14 may include a first relay K1 and a second relay K2, both of which are normally open relays. Taking the first relay K1 as an example, its switch (i.e., contacts) is connected in series on the transmission path of the live wire, and its coil serves as the controlled end, used to drive the switch to close and open. One end of the coil is connected to the control box 132, and the other end is connected to the micro switch K0. Similarly, the switch of the second relay K2 is connected in series on the transmission path of the neutral wire, and one end of its coil is connected to the control box 132, and the other end is also connected to the micro switch K0.

[0062] Based on the above connection relationship, when the micro switch K0 is closed, the other ends of the coils of the first relay K1 and the second relay K2 are simultaneously grounded or connected to a low level, making the coil circuits of the first relay K1 and the second relay K2 conductive. Furthermore, when the control box 132 further determines that the first connection status information, the second connection status information, and the vehicle information all meet the charging conditions, the control box 132 simultaneously outputs a high-level drive signal (or a low-level drive signal, depending on the relay type and drive circuit design) to one end of the coils of the first relay K1 and the second relay K2. At this time, a drive voltage is formed across the coils of the first relay K1 and the second relay K2, and the first relay K1 and the second relay K2 operate simultaneously, their respective switches switching from the normally open state to the closed state, thereby conducting the live wire and the neutral wire respectively, making the power supply branch fully conductive. If the micro switch K0 is not closed, even if the control box 132 outputs a drive signal, the coil circuits of the first relay K1 and the second relay K2 cannot form a complete circuit, the switches cannot close, and the power supply branch remains disconnected.

[0063] It should be understood that when the power supply branch needs to be disconnected, the control box 132 stops outputting drive signals, the coils of the first relay K1 and the second relay K2 are de-energized, and their respective switches return to the normally open state, simultaneously cutting off the live wire and the neutral wire. By setting relays on the live wire and the neutral wire respectively, bipolar control and protection of the power supply branch are achieved. Compared with setting switching devices on only a single line, bipolar control can ensure that the live wire and the neutral wire are completely isolated from the power supply side when disconnected, effectively preventing the risk of mains power backflow through the load side circuit when the neutral wire is disconnected alone, and further improving the electrical isolation safety level of the charging and replenishment system 1 under maintenance, plugging and unplugging, and abnormal conditions.

[0064] Furthermore, in one example, such as Figure 3 As shown, the control module 13 also includes a leakage current diagnosis unit 133, which is connected to the live wire, the neutral wire and the control box 132. It is used to detect the current difference between the live wire and the neutral wire and output the detection result to the control box 132.

[0065] Specifically, the leakage current diagnostic unit 133 detects the current difference between the live wire and the neutral wire using electromagnetic induction. Its detection principle is as follows: The leakage current diagnostic unit 133 contains a magnetic core (such as a toroidal magnetic core or a zero-sequence current transformer), through which both the live wire and the neutral wire pass. During normal operation, the currents flowing through the live wire and the neutral wire are equal in magnitude and opposite in direction, causing their magnetic fluxes to cancel each other out, and no induced electromotive force is generated in the induction coil on the magnetic core. When a leakage current occurs, part of the current is discharged through the grounding path, resulting in a current difference between the live wire and the neutral wire. The magnetic fluxes generated by these two wires cannot completely cancel each other out, generating a changing magnetic flux in the magnetic core, which in turn induces an electromotive force in the induction coil that is proportional to the leakage current. The leakage current diagnostic unit 133 amplifies and conditions this induced electromotive force to obtain the current difference (i.e., the residual current value), and outputs it to the control box 132.

[0066] The control box 132 compares the acquired current difference with a preset threshold: if the current difference is greater than the preset threshold (the specific value of the preset threshold can be set according to safety standards, such as 8A), it is determined that there is a leakage in the power supply branch; if the current difference is less than or equal to the preset threshold, it is determined that there is no leakage in the power supply branch, and the charging process can continue or be maintained. When a leakage is detected, the control box 132 immediately controls the power supply branch to disconnect, thereby quickly cutting off the power transmission path and preventing leakage current from causing personal injury or damage to vehicle equipment.

[0067] In addition, the control box 132 is also used to send leakage alarm information to the vehicle's instrument panel or central control screen through the vehicle communication network when it is determined that there is a leakage in the power supply branch, so as to prompt the user to check or troubleshoot the fault, thereby further improving the safety of human-machine interaction and user experience.

[0068] In this example, by setting up a leakage current diagnostic unit 133 to monitor the current difference between the live wire and the neutral wire in real time, and by having the control box 132 actively control the power supply branch to quickly disconnect when the leakage current exceeds the safety threshold, it is equivalent to integrating an independent residual current protection device into the charging and replenishment system 1. This mechanism can cut off the power supply with a millisecond-level response speed in emergency situations such as insulation failure, equipment dampness, or accidental electric shock, effectively preventing electric shock accidents and significantly improving the safety protection level of the charging and replenishment system 1 in complex outdoor power environments.

[0069] It is worth noting that the voltage diagnostic unit 131 is responsible for electrical quality diagnostics on the front-end input side (voltage amplitude detection and insulation impedance detection), the mechanical locking detection mechanism is responsible for physical connection reliability diagnostics, the control box 132 is responsible for vehicle status logic diagnostics, and the leakage current diagnostic unit 133 is responsible for real-time online diagnostics during power transmission. These four diagnostic mechanisms cover four key aspects: power input, physical connection, vehicle status, and transmission process, effectively ensuring the safety, reliability, and stability of the entire charging process.

[0070] The first connection module 11 and the second connection module 12 are also connected via a protective earth (PE) line.

[0071] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0072] For example, such as Figure 5 As shown, due to the vehicle's discharge requirements, a discharge switch K3 is installed inside the vehicle's socket 2. The discharge switch K3 is used to detect whether an external electrical device is plugged into the socket 2. When the discharge switch K3 is triggered and turned on, it indicates that an external electrical device has been plugged into the socket 2. Based on this, the vehicle determines that there is a discharge requirement and controls the vehicle to enter the discharge mode (i.e., request the bidirectional on-board charger 4 to switch to the inverter discharge working state, convert the DC power of the power battery into AC power and output it to the external electrical device through the socket 2).

[0073] In this embodiment, the socket 2 is also reused as a charging interface. When the second connection module 12 is inserted into the socket 2 for charging, if the external structure of the micro switch K0 triggers the discharge switch K3 inside the socket 2, the vehicle will mistakenly determine that it needs to discharge and enter the discharge mode, which will conflict with the current desired charging mode, causing mode confusion and affecting the normal execution of the charging function.

[0074] To this end, the second connection module 12 has a clearance structure at the corresponding position of the discharge switch K3 inside the socket 2. Specifically, the clearance structure can be a hole, groove, or clearance notch formed in the housing of the micro switch K0. When the second connection module 12 is inserted into the socket 2 and fully engaged, the clearance structure precisely corresponds to the trigger contact position of the discharge switch K3 inside the socket 2, ensuring that the contact of the discharge switch K3 is accommodated within the hole or groove without being pushed, thus ensuring that the discharge switch K3 remains in a non-conductive state (i.e., normally open). Therefore, when the second connection module 12 is inserted into the socket 2 for charging, the original discharge switch K3 detection circuit inside the vehicle will not send a discharge request signal to the VCU or the bidirectional on-board charger 4, avoiding mode conflicts caused by accidental triggering of the discharge switch K3 during charging. This ensures that the control box 132 can normally execute the charging control logic, allowing the vehicle to accurately enter the charging mode instead of the discharging mode.

[0075] Alternatively, the overall dimensions of the second connection module 12 can be set to be larger than the size of a conventional electrical device plug, so that the user's hand has a larger contact area with the housing of the second connection module 12 and a more stable grip during the plugging and unplugging process. Furthermore, a sufficient safe distance is maintained between the fingers and the terminals of the second connection module 12, thereby effectively reducing the risk of accidental contact with the plug terminals during use and improving the safety of the charging operation.

[0076] Optionally, the first connection module 11 and the second connection module 12 can be three-prong plugs.

[0077] In summary, this application relies entirely on the original vehicle's bidirectional OBC and Vehicle to Load (V2L) interface hardware, directly reusing the vehicle's existing external discharge socket 2 as a charging interface. It eliminates the need for additional dedicated charging docks and associated high-voltage wiring harnesses, connectors, and structural mounting components on the vehicle body. No structural, wiring harness, or component modifications are required at the vehicle hardware level; the charging function can be achieved solely through software upgrades. Compared to solutions requiring dedicated charging docks, this application significantly reduces development and mass production costs and shortens the product development cycle. Furthermore, by setting up a first connection module 11, a second connection module 12, and a control module 13, and based on multi-dimensional status information such as the first connection status information, the second connection status information, and vehicle information, the target operating mode of the vehicle is intelligently identified and determined. In charging mode, the power supply branch is activated to receive external power; in discharging mode, the power supply branch remains constantly disconnected. This enables flexible and intelligent switching between charging and discharging functions on the same socket 2, meeting the diverse power needs of users. In addition, the redundant design of the power supply branch, which remains constantly disconnected in the uncontrolled state, ensures that the charging and discharging modes will not be activated simultaneously, fundamentally avoiding circuit conflicts and safety risks.

[0078] It should be understood that the above solution allows HEV models to conveniently charge their power batteries via external power supply equipment 3, just like PHEV models. This results in high charging efficiency and effectively reduces the energy costs associated with relying solely on fuel, improving the vehicle's range and fuel economy. Simultaneously, it avoids the noise and emissions associated with engine idling during charging, significantly enhancing the user experience.

[0079] In one example, this application embodiment also provides a charging and replenishing device, which includes the charging and replenishing system 1 of any of the above embodiments. The specific structure, connection relationship and control logic of the charging and replenishing system 1 have been described in detail in the foregoing embodiments, and will not be repeated here.

[0080] Specifically, the charging and power replenishment device can be a connecting harness (or charging adapter cable, power replenishment cable). One end of the connecting harness is a first connecting module 11, and the other end is a second connecting module 12. The connecting harness contains at least a live wire and a neutral wire to establish a power supply branch between the first connecting module 11 and the second connecting module 12. The connecting harness also integrates electrical components such as a voltage diagnostic unit 131, a control box 132, and a leakage current diagnostic unit 133. The voltage diagnostic unit 131, the control box 132, and the leakage current diagnostic unit 133 can be encapsulated in a separate housing and connected in series or in parallel with the cable path of the connecting harness to form a complete, portable charging and power replenishment device.

[0081] During use, the user can plug the first connection module 11 of the wiring harness into the external power supply device 3 (e.g., a household wall socket or the output socket of a portable energy storage power source), and plug the second connection module 12 of the wiring harness into the vehicle's socket 2. After the connection is completed, the charging and energy replenishment device automatically identifies the current connection status and determines whether the charging conditions are met according to the control logic of any of the above embodiments. When the conditions are met, the power supply branch is turned on to charge the vehicle's power battery.

[0082] In this way, users do not need to make any hardware modifications or structural alterations to the vehicle. They only need to carry a connecting harness to charge the vehicle in any place with a mains outlet (household outlet or power bank, etc.), greatly improving the convenience and adaptability of charging. Moreover, one end of the connecting harness uses a standard plug (such as a national standard three-prong plug) compatible with household outlets, and the other end uses a special plug compatible with the vehicle's outlet 2. The input plug can be flexibly replaced according to different outlet standards, making it highly compatible.

[0083] Figure 6 This is a schematic diagram of power flow in a charging mode provided in an embodiment of this application.

[0084] For example, such as Figure 6As shown, when the vehicle is in charging mode, the alternating current (AC) supplied by the external power supply device 3 is output to the bidirectional on-board charger 4 via the charging and energy replenishment system 1 and the socket 2. At this time, the bidirectional on-board charger 4 is in rectification mode, converting the input AC into direct current (DC) and outputting it to the power battery. During this period, the discharge switch K3 is in the off state.

[0085] Figure 7 This is a schematic diagram of power flow in a discharge mode provided in an embodiment of this application.

[0086] For example, such as Figure 7 As shown, when the vehicle is in discharge mode, the VCU controls the discharge switch K3 to turn on. The power battery outputs DC to the bidirectional on-board charger 4. At this time, the bidirectional on-board charger 4 is in inverter mode, converting the input DC to AC and outputting it to an external 220V load via socket 2.

[0087] In one example Figure 8 This is a schematic flowchart of a charging and energy replenishment method provided in an embodiment of this application; the method 800 includes S801 to S803; S801 to S803 are described in detail below.

[0088] The charging and energy replenishment method is applied to the aforementioned charging and energy replenishment system 1, which can be as follows: Figures 1 to 4 As shown. For example, as Figure 2 As shown, the charging and energy replenishment system 1 includes a first connection module 11, a second connection module 12, and a control module 13. The control module 13 is connected to both the first connection module 11 and the second connection module 12. The first connection module 11 is used to connect to an external power supply device 3, serving as the power input terminal of the charging and energy replenishment system 1. The second connection module 12 is used to connect to a socket 2, serving as the power output terminal of the charging and energy replenishment system 1.

[0089] S801. Obtain the first connection status information of the first connection module, the second connection status information of the second connection module, and the vehicle information from the vehicle.

[0090] It is worth noting that the power supply branch between the first and second connection modules remains normally disconnected in the uncontrolled state. That is, when the control module does not apply an active control command, the power supply branch is physically or electrically disconnected, thereby effectively avoiding unexpected power transmission caused by misconnection, line abnormalities, or equipment failure, and improving the static safety and reliability of the system.

[0091] The first connection status information indicates whether the external power supply equipment has been correctly and reliably connected to the first connection module. The second connection status information indicates whether the second connection module has been plugged into the socket and formed an electrical connection. Vehicle information is used to comprehensively assess whether the vehicle currently has the conditions for safe charging or discharging.

[0092] S802. Determine the target operating mode of the vehicle based on the first connection status information, the second connection status information, and the vehicle information.

[0093] It should be understood that the target operating mode includes at least a charging mode and a discharging mode. For example, when the first connection status information indicates that the external power supply device has been connected, the second connection status information indicates that the second connection module has been plugged into the socket, and the vehicle information indicates that the vehicle is in a charging state, the control module determines that the target operating mode is the charging mode.

[0094] S803, in response to the target operating mode being charging mode, controls the power supply branch to switch to the conducting state so that the power of the external power supply equipment can be transmitted to the vehicle through the power supply branch.

[0095] Thus, this application relies entirely on the original vehicle's bidirectional OBC and V2L interface hardware, directly reusing the vehicle's existing external discharge socket as a charging interface. There is no need to add a dedicated charging dock and its associated high-voltage wiring harness, connectors, and structural mounting components to the vehicle body. At the overall vehicle hardware level, no structural, wiring harness, or component modifications are required; the charging function can be achieved solely through a software upgrade. Compared to adding a dedicated charging dock, this application significantly reduces development and mass production costs and shortens the product development cycle. Secondly, this application intelligently identifies and determines the vehicle's target operating mode through multi-dimensional status information, including first connection status information, second connection status information, and vehicle information. In charging mode, the power supply branch is activated to receive external power input; in discharging mode, the power supply branch remains constantly disconnected, enabling flexible and intelligent switching between charging and discharging functions on the same socket, meeting diverse user power needs. Furthermore, the redundant design of keeping the power supply branch constantly disconnected in uncontrolled states ensures that charging and discharging modes will not be activated simultaneously, fundamentally avoiding circuit conflicts and safety risks.

[0096] The following is about Figure 8 The implementation of the steps in the illustrated embodiments will be explained in detail below: Regarding step S803, in some embodiments, before the target operating mode is the charging mode, the method further includes: first connection status information indicating that an electrical connection has been established between the first connection module and the external power supply device; second connection status information indicating that the second connection module and the socket have been mechanically locked; and vehicle information indicating that the vehicle is in a parked state and the charging function of the vehicle's in-vehicle display is activated; and determining the target operating mode as the charging mode.

[0097] It should be understood that the reliability of the external power supply is determined by detecting the input voltage and / or insulation resistance to ground of the first connection module. For example, when the effective value of the sinusoidal AC voltage at the input terminal of the first connection module is detected to be within a preset range (e.g., 220V±10%), and the insulation resistance to ground is greater than a preset safety threshold, it is determined that the external power supply is normally connected.

[0098] It should also be understood that the second connection status information includes the mechanical locking status between the second connection module and the socket. Specifically, the second connection module is equipped with a mechanical locking detection mechanism. When the second connection module is inserted into the socket and rotated to the locking position, the mechanical locking detection mechanism is triggered, generating a corresponding electrical signal. This electrical signal is used to determine whether the mechanical locking status between the second connection module and the socket is in place. Only when the mechanical locking status indicates that the module is properly locked is power transmission allowed, thereby effectively preventing safety risks such as arcing and poor contact caused by accidental power supply in a state of improper insertion or loose connection.

[0099] It should also be understood that vehicle information includes at least one or more of the following: battery state of charge, battery temperature, vehicle gear position, parking status, high-voltage circuit status, and the activation status of the charging function on the vehicle display screen.

[0100] For example, the charging conditions include at least the following: the external power supply device is properly connected, the mechanical lock status indicator is locked, the vehicle is in park (P) and the parking status is valid, and the charging function of the vehicle display screen is activated. When all the above conditions are met, the power supply branch is turned on so that the electrical energy of the external power supply device is transmitted to the vehicle through the power supply branch to charge the power battery.

[0101] In some embodiments, before determining the target operating mode as the charging mode, the method further includes: acquiring the current difference between the live wire and the neutral wire; and in response to the current difference being greater than a preset threshold, determining that there is a leakage current in the power supply branch and controlling the power supply branch to disconnect.

[0102] Specifically, the current difference between the live wire and the neutral wire can be detected using electromagnetic induction. During normal operation, the currents flowing through the live and neutral wires are equal in magnitude and opposite in direction, causing their magnetic fluxes to cancel each other out, resulting in no induced electromotive force (EMF) in the induction coil on the magnetic core. When a leakage current occurs, some current is discharged through the grounding path, causing a current difference between the live and neutral wires. The magnetic fluxes generated by these two wires cannot completely cancel each other out, resulting in a changing magnetic flux in the magnetic core. This induces an EMF in the induction coil that is proportional to the leakage current. By amplifying and conditioning this induced EMF, the current difference can be obtained.

[0103] The acquired current difference is compared with a preset threshold: if the current difference is greater than the preset threshold (the specific value of the preset threshold can be set according to safety standards, such as 8A), it is determined that there is a leakage in the power supply branch; if the current difference is less than or equal to the preset threshold, it is determined that there is no leakage in the power supply branch, and the charging process can continue or be maintained. When a leakage is detected, the power supply branch is immediately disconnected, thereby quickly cutting off the power transmission path and avoiding injury to personal safety or damage to vehicle equipment caused by leakage current.

[0104] In addition, when a leakage condition is detected in the power supply branch, a leakage alarm message is sent to the vehicle's instrument panel or central control screen through the vehicle communication network to prompt the user to check or troubleshoot the fault, thereby further improving the safety of human-machine interaction and user experience.

[0105] In this step, by monitoring the current difference between the live wire and the neutral wire in real time, and actively controlling the power supply branch to quickly disconnect when the leakage current exceeds the safety threshold, it is equivalent to integrating an independent residual current protection device. This mechanism can cut off the power supply with a millisecond-level response speed in emergency situations such as insulation failure, equipment dampness, or accidental electric shock, effectively preventing electric shock accidents and significantly improving the safety protection level of the system in complex outdoor power environments.

[0106] In some embodiments, in response to the target operating mode being the charging mode, after controlling the power supply branch between the first connection module and the second connection module to connect so that the power of the external power supply device is transmitted to the socket via the power supply branch, the method further includes: obtaining the battery status information of the vehicle's power battery; in response to the battery status information indicating that the power battery is fully charged, or the vehicle information indicating that the vehicle has exited the parking state, controlling the power supply branch to switch to a normally off state.

[0107] The battery status information includes at least parameters such as the battery's state of charge (SOC) and temperature, used to monitor the battery's state changes in real time during charging. This battery status information can be obtained in real time through communication with the vehicle's battery management system (BMS).

[0108] In response to battery status information indicating that the power battery is fully charged, or vehicle information indicating that the vehicle has exited parking mode, the power supply branch is switched to a normally disconnected state. Specifically, when the SOC in the battery status information reaches a preset full charge threshold (e.g., SOC ≥ 98% or 100%), it indicates that the power battery has completed charging. To avoid overcharging and damage to battery life and safety, the power supply branch is actively disconnected to terminate the charging process. Alternatively, when the vehicle information indicates that the vehicle has exited parking mode (e.g., shifting from P to a non-P gear, or releasing the electronic parking brake), it indicates that the user is preparing to drive the vehicle away. Similarly, the power supply branch is switched to a normally disconnected state to ensure that the power supply branch is safely disconnected while the vehicle is in motion. This avoids safety risks such as cable dragging, loose interfaces, and high-voltage electric shock that may occur if external power supply equipment remains electrically connected to the vehicle during driving.

[0109] Optionally, during charging, the method also includes: real-time monitoring of the battery temperature in the battery status information. If the battery temperature exceeds a preset safe charging temperature range (e.g., below 0°C or above 55°C), the power supply branch is switched to a normally off state to protect the power battery from charging damage under extreme temperature conditions. After the battery temperature recovers to the allowable charging temperature range, if the user triggers the charging operation again or the system is configured to automatically resume charging, the power supply branch can be turned on again to continue charging.

[0110] Preferably, after the control power supply branch is switched to the normally disconnected state, the method further includes: sending a charging completion prompt message to the vehicle's instrument panel or central control screen through the vehicle communication network to inform the user that charging has been completed or that charging has been terminated due to changes in vehicle status, prompting the user to disconnect the second connection module in a timely manner so that the user can perform subsequent operations and improve the user experience.

[0111] Figure 9 This is a schematic flowchart illustrating another charging and energy replenishment method provided in an embodiment of this application. The method 900 includes steps S901 to S907; steps S901 to S907 are described in detail below.

[0112] S901, Request to activate OBC charging function.

[0113] In this step, the key cycle can be set to be valid, and when the vehicle's current gear is in P / N position, the OBC charging function is activated, that is, the OBC is set to inverter mode.

[0114] S902, Home charging connection confirmed.

[0115] In this step, the first connection status information of the first connection module is obtained. The first connection status information is used to characterize whether the external power supply equipment has been correctly and reliably connected to the first connection module.

[0116] S903, Vehicle-side charging connection confirmed.

[0117] In this step, the second connection status information of the second connection module and the vehicle information are obtained. The second connection status information is used to indicate whether the second connection module has been plugged into the socket and formed an electrical connection with it, and the vehicle information is used to comprehensively assess whether the vehicle currently has the conditions for safe charging or discharging.

[0118] S904, Leakage current diagnosis.

[0119] In this step, the current difference between the live wire and the neutral wire is obtained. The obtained current difference is compared with a preset threshold: if the current difference is greater than the preset threshold, it is determined that there is a leakage in the power supply branch, and step S907 is executed to stop charging. If the current difference is less than or equal to the preset threshold, it is determined that there is no leakage in the power supply branch, and the charging process can continue or be maintained, i.e., step S905 is executed.

[0120] S905, the vehicle has started charging.

[0121] In this step, the charging current of the OBC is monitored in real time during the charging process, and the charging power is limited to below 2.2KW.

[0122] S906, Charging Status Monitoring.

[0123] In this step, the battery status information of the vehicle's power battery is obtained. The battery status information includes at least parameters such as the power battery's SOC and battery temperature, used to monitor the power battery's state changes in real time during charging. This battery status information can be obtained in real time through communication with the vehicle's BMS. In response to the battery status information indicating that the power battery is fully charged, or the vehicle information indicating that the vehicle has exited parking mode, step S907 is executed to stop charging.

[0124] S907, Charging stopped.

[0125] Figure 10 This is a schematic diagram of another vehicle structure provided in an embodiment of this application.

[0126] For example, such as Figure 10 As shown, vehicle 6 includes a memory 61 and a processor 62. The memory 61 stores executable program code 611, and the processor 62 is used to call and execute the executable program code 611 to perform a charging and energy replenishment method.

[0127] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0128] When each functional module is divided according to its corresponding function, the device may also include a judgment module, an activation module, and a control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0129] It should be understood that the device provided in this embodiment is used to perform the above-described charging and energy replenishment method, and therefore can achieve the same effect as the above-described implementation method.

[0130] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code and data.

[0131] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0132] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a charging and power replenishment method provided in the above embodiments.

[0133] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a charging and energy replenishment method provided in the above embodiment.

[0134] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a charging and energy replenishment method provided in the above embodiment.

[0135] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0136] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0137] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0138] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A charging and energy replenishment system applied to a hybrid electric vehicle, wherein the vehicle is equipped with a socket for external discharge, characterized in that, The charging and energy replenishment system includes a first connection module, a second connection module, and a control module; The control module is connected to the first connection module and the second connection module respectively. The first connection module is used to connect to an external power supply device, and the second connection module is used to connect to the socket. The power supply branch between the first connection module and the second connection module remains normally disconnected in an uncontrolled state. The control module is configured as follows: The system acquires first connection status information of the first connection module, second connection status information of the second connection module, and vehicle information from the vehicle; wherein the vehicle information includes at least one of the vehicle's current gear position and the activation status of the charging function of the in-vehicle display screen. The target operating mode of the vehicle is determined based on the first connection status information, the second connection status information, and the vehicle information. In response to the target operating mode being charging mode, the power supply branch is controlled to switch to the conducting state so that the power of the external power supply device is transmitted to the vehicle via the power supply branch.

2. The charging and energy replenishment system according to claim 1, characterized in that, The control module includes: A voltage diagnostic unit, connected to the first connection module, is used to acquire the first connection status information, which includes the electrical connection status between the first connection module and the external power supply equipment; and... A control box, which is connected to the voltage diagnostic unit and the second connection module, is used to receive the first connection status information and acquire the second connection status information, the second connection status information including the mechanical locking status between the second connection module and the socket.

3. The charging and energy replenishment system according to claim 2, characterized in that, The first connection module and the second connection module establish the power supply branch via the live wire and the neutral wire, and the control module further includes: A leakage current diagnostic unit is connected to the live wire, the neutral wire, and the control box. It is used to detect the current difference between the live wire and the neutral wire and output it to the control box. The control box is also used to determine that there is a leakage in the power supply branch when the current difference is greater than a preset threshold, and to control the power supply branch to disconnect.

4. The charging and energy replenishment system according to claim 2, characterized in that, The second connection module includes a micro switch, and the switch module is connected in series on the power supply branch; The controlled terminal of the switch module is connected to the first terminal of the micro switch and the control box, and the second terminal of the micro switch is connected to the control box; When the micro switch is closed, it indicates that the second connection module and the socket are mechanically locked, so that the switch module is turned on.

5. The charging and energy replenishment system according to claim 4, characterized in that, The first connection module and the second connection module establish the power supply branch via the live wire and the neutral wire, and the switch module includes: A first relay, the switch of the first relay being connected in series on the live wire, the coil of the first relay serving as the controlled terminal of the switch module, connected to the first terminal of the micro switch and the control box; and, The second relay, whose switch is connected in series on the neutral line, and whose coil serves as the controlled terminal of the switch module, is connected to the first terminal of the micro switch and the control box. Both the first relay and the second relay are normally open relays.

6. A charging and energy replenishment method, characterized in that, Applied to the charging and replenishment system as described in any one of claims 1-4, the method comprises: Obtain the first connection status information of the first connection module, the second connection status information of the second connection module, and vehicle information from the vehicle; The target operating mode of the vehicle is determined based on the first connection status information, the second connection status information, and the vehicle information. In response to the target operating mode being charging mode, the power supply branch is switched to the conducting state so that the power of the external power supply equipment can be transmitted to the vehicle via the power supply branch.

7. The charging and energy replenishment method according to claim 6, characterized in that, Before the target operating mode is the charging mode, the method further includes: The first connection status information indicates that an electrical connection has been established between the first connection module and the external power supply device; The second connection status information indicates that the second connection module and the socket are mechanically locked; and, The vehicle information indicates that the vehicle is in a parked state and that the charging function of the vehicle's in-vehicle display screen is activated. The target operating mode is determined to be the charging mode.

8. The charging and energy replenishment method according to claim 7, characterized in that, Before determining the target operating mode as the charging mode, the method further includes: Obtain the current difference between the live wire and the neutral wire; When the current difference exceeds a preset threshold, it is determined that there is a leakage in the power supply branch, and the power supply branch is disconnected.

9. The charging and replenishing method according to any one of claims 6-8, characterized in that, In response to the target operating mode being charging mode, after controlling the power supply branch between the first connection module and the second connection module to connect so that the power of the external power supply device is transmitted to the socket via the power supply branch, the method further includes: Obtain the battery status information of the vehicle's power battery; In response to the battery status information indicating that the power battery is fully charged, or the vehicle information indicating that the vehicle has exited the parking state, the power supply branch is controlled to switch to a normally disconnected state.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the charging and recharging method as described in any one of claims 6 to 9.

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