An electronic lock state detection method, device and vehicle

Abstract

The application discloses an electronic lock state detection method and device and a vehicle, and is applied to a vehicle controller of a discharge vehicle, and comprises the following steps: initiating a wireless communication connection between the vehicle controller and an electronic lock arranged on a discharge gun; receiving state information sent by the electronic lock through the wireless communication connection, wherein the state information represents that the electronic lock is in a locked state or an unlocked state; and determining the state of the electronic lock according to the received state information. The electronic lock state is directly obtained through wireless communication, the electronic lock state detection is decoupled from controller area network communication, misjudgment caused by controller area network communication abnormalities is avoided, the accuracy and real-time performance of detection are improved, and the safety and reliability of the discharge process are ensured.

Description

Technical Field

[0001] This application relates to the field of charging control technology, and in particular to an electronic lock status detection method, device, and vehicle. Background Technology

[0002] Vehicle-to-vehicle (V2V) discharge refers to a discharge method that connects the DC charging ports of the discharging vehicle and the charging vehicle via a DC discharge device to achieve power transfer between the vehicles. During DC V2V discharge, an electronic locking device needs to be installed on the vehicle connector to prevent the interface from disconnecting under load. DC V2V discharge can only begin after the electronic lock is engaged, and the electronic lock can only be unlocked after the interface voltage drops below a safe voltage after the discharge is complete. Therefore, accurately detecting the engaged or disengaged state of the electronic lock is crucial for ensuring discharge safety.

[0003] In existing technology, electronic locks are linked to the Controller Area Network (CAN) communication line: CAN communication is active when the electronic lock is locked and interrupted when it is unlocked. Vehicles indirectly infer the electronic lock status by checking if CAN communication is normal. However, there are various reasons that can cause CAN communication abnormalities, and a CAN communication abnormality does not necessarily mean the electronic lock is unlocked. This indirect method of judgment is prone to misjudgment and cannot accurately obtain the true status of the electronic lock. Summary of the Invention

[0004] To address the aforementioned issues, this application provides an electronic lock status detection method, device, and vehicle.

[0005] The embodiments of this application disclose the following technical solutions: The first aspect of this application provides an electronic lock state detection method, applied to a vehicle controller of a discharged vehicle, the method comprising: Initiate a wireless communication connection between the device and the electronic lock located on the discharge gun; The electronic lock receives status information via the wireless communication connection, the status information indicating whether the electronic lock is in a locked or unlocked state. The state of the electronic lock is determined based on the received state information.

[0006] A second aspect of this application provides an electronic lock status detection device, comprising: a vehicle controller having a first wireless communication module internally integrated or externally connected; an electronic lock disposed on a discharge gun having a second wireless communication module internally integrated or externally connected; the vehicle controller being configured to initiate a wireless communication connection with the second wireless communication module through the first wireless communication module, and to receive status information sent by the electronic lock through the wireless communication connection, the status information indicating whether the electronic lock is in a locked or unlocked state; the vehicle controller being further configured to determine the status of the electronic lock based on the received status information.

[0007] A third aspect of this application provides an electronic device, including: a processor, a memory, and a system bus; the processor and the memory are connected via the system bus; the memory is used to store one or more programs, the one or more programs including instructions, which, when executed by the processor, cause the processor to perform the electronic lock state detection method of the first aspect described above.

[0008] A fourth aspect of this application provides a vehicle, including a vehicle controller for a discharged vehicle. The vehicle controller includes a processor and a memory, the memory storing a computer program. When the processor executes the computer program, it implements the electronic lock state detection method of the first aspect described above.

[0009] Compared with the prior art, this application has the following beneficial effects: By decoupling electronic lock status detection from CAN communication status, direct detection is achieved through wireless communication. Specifically, the vehicle controller of the discharging vehicle actively initiates a wireless communication connection with the electronic lock and directly receives the locking or unlocking status information sent by the electronic lock itself through this wireless communication connection, thereby accurately determining the actual status of the electronic lock. Since this detection process no longer relies on the on / off state of the CAN communication line to determine the electronic lock status, even if the CAN communication is abnormal due to line faults, power abnormalities, protocol configuration errors, or hardware / software failures, it will not affect the vehicle controller's direct acquisition of the electronic lock status. Therefore, this embodiment fundamentally avoids misjudgments caused by CAN communication abnormalities, achieving direct and accurate detection of the electronic lock status. In addition, the wireless communication method enables real-time transmission of the electronic lock status. Compared to the delay of waiting for message timeout judgment, this application significantly reduces the response time of status detection to the millisecond level, significantly improving the real-time performance and timeliness of control. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 A flowchart of an electronic lock state detection method provided in this application embodiment; Figure 2 A DC V2V discharge flowchart provided for embodiments of this application; Figure 3 This is a schematic diagram of the connection of an electronic lock using a DC V2V discharge interface in the prior art; Figure 4 This is a schematic diagram of the electronic lock connection for the DC V2V discharge interface provided in an embodiment of this application. Detailed Implementation

[0012] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0013] To facilitate understanding of the technical solutions provided in the embodiments of this application, the technical terms involved in the embodiments of this application will be explained below.

[0014] V2V, or electric vehicle-to-vehicle (EV-2V), is a power supply method where one electric vehicle connects to another via a power supply device, allowing the latter to receive power. This technology enables a fully charged electric vehicle to transfer energy to a less charged one, facilitating mutual charging. It is primarily used for emergency situations, such as when an electric vehicle breaks down on the roadside or in a remote area with no charging stations nearby. A fully charged electric vehicle can then use V2V technology to provide temporary power, enabling the vehicle to reach the nearest charging station.

[0015] Depending on the discharge mode, V2V can be divided into AC V2V discharge and DC V2V discharge. AC V2V discharge refers to the method of connecting the AC charging port of the discharging vehicle to the AC charging port of the charging vehicle using an AC V2V discharge device. DC V2V discharge refers to the method of connecting the DC charging port of the discharging vehicle to the DC charging port of the charging vehicle using a DC V2V discharge device. To prevent the vehicle interface from disconnecting under load during DC V2V discharge, an electronic locking device should be installed on the vehicle plug for DC V2V conductive connection components. The electronic lock is controlled by an auxiliary power supply, and DC V2V discharge can only be initiated after the electronic lock is engaged. After discharge, the electronic lock can only be unlocked when the voltage at the discharge interface drops below a safe voltage.

[0016] To facilitate understanding of the technical solutions provided in the embodiments of this application, the background technology involved in the embodiments of this application will be described below.

[0017] As mentioned earlier, in existing electronic lock control and status detection schemes, the status of the electronic lock is interrelated to the connectivity of the CAN communication line. Specifically, the locking mechanism's holding device is linked to a limit switch. When the electronic lock is in the locked state, the limit switch is closed, the S+ line is connected, and CAN communication between the discharging vehicle and the charging vehicle can proceed normally. When the electronic lock is in the unlocked state, the limit switch is open, the S+ line is disconnected, and CAN communication between the vehicle and the charging station is interrupted. The discharging vehicle indirectly determines the status of the electronic lock by judging whether CAN communication can be established normally and whether message reception timeout has occurred.

[0018] However, the aforementioned solutions have significant shortcomings. First, they cannot directly and accurately determine the actual status of the electronic lock at the discharge interface, but rather infer it indirectly through the normality of CAN communication. Second, an abnormal CAN communication does not necessarily mean that the electronic lock is unlocked or malfunctioning, as there are various reasons for CAN communication anomalies, including but not limited to physical connection failures in the communication line, power supply and grounding issues, protocol and configuration mismatches, and hardware and software failures. Therefore, relying solely on the CAN communication status to indirectly determine the electronic lock status is prone to misjudgment. Furthermore, these solutions determine the electronic lock status by checking whether the communication messages received by the discharging vehicle from the charging vehicle time out. Timeout checks typically take a considerable amount of time, such as 5 seconds, resulting in a significant lag in the discharging vehicle's acquisition of the electronic lock status and poor real-time performance.

[0019] To address the aforementioned issues and the inability to directly and accurately determine the electronic lock's status, this application decouples the electronic lock status of the DC V2V discharge gun from the CAN communication status. Specifically, a wireless communication connection is established between the vehicle controller of the discharge vehicle and the DC V2V discharge gun's electronic lock. The electronic lock, through its internally integrated or externally connected wireless communication module, directly sends status information indicating whether it is locked or unlocked to the vehicle controller of the discharge vehicle. Based on the received status information, the vehicle controller of the discharge vehicle directly and accurately determines the actual status of the electronic lock without needing to indirectly infer it through whether the CAN communication is normal.

[0020] To address the issue of diverse causes of CAN communication anomalies leading to misjudgments of the electronic lock status, this application separates the electronic lock status detection from the CAN communication line. The CAN communication line remains constantly connected, and its on / off state is no longer controlled by the electronic lock's locking or unlocking status. Even if the CAN communication malfunctions for other reasons, it will not affect the vehicle controller's accurate acquisition of the electronic lock status, thus avoiding the risk of misjudging the electronic lock status due to CAN communication anomalies. Furthermore, because the electronic lock status detection and CAN communication are independent, the overall robustness of the system is enhanced. Even if there is a partial failure in the communication line, the electronic lock status detection function can still operate normally, further ensuring the safety and controllability of the discharge process.

[0021] To address the significant lag and poor real-time performance issues associated with determining the electronic lock status via message timeout, this application employs wireless communication to achieve real-time transmission of the electronic lock status. After establishing a wireless communication connection between the electronic lock and the vehicle controller of the discharging vehicle, the electronic lock sends status information to the vehicle controller in real time, eliminating the need to wait for message timeout determination cycles. This significantly reduces the delay for the vehicle controller to acquire the electronic lock status, achieving millisecond-level status detection and substantially improving control real-time performance and response speed.

[0022] Furthermore, this application's embodiments optimize the timing of the vehicle controller of the discharging vehicle initiating a wireless communication connection. When the vehicle controller of the discharging vehicle powers on the electronic lock, it simultaneously initiates a wireless communication connection, ensuring that the electronic lock can establish communication with the vehicle controller of the discharging vehicle as soon as it is powered on, further improving the timeliness and reliability of status detection. The electronic lock continuously sends status information until the power supply circuit is cut off and the wireless communication module is powered off, ensuring continuous monitoring of the electronic lock's status throughout the entire discharging process.

[0023] It should be noted that the detection methods, products, equipment, and media provided in this application can be applied to the field of charging control technology. The above are merely examples and do not limit the application areas of the detection methods, products, equipment, and media provided in this application. Furthermore, the embodiments of this application may not limit the executing entity of the control. For example, the detection method in the embodiments of this application can be executed by a controller in a vehicle. The controller can be a chassis domain controller, a central computing platform, a high-performance processor, an edge computing node, or a control module integrated into the suspension electronic control unit. The controller may include a processor and a memory, the memory storing executable computer program instructions, and the processor executing the instructions to implement the aforementioned steps. The controller can also interact with the vehicle's perception system, positioning system, power system, and execution system through a unified data interface module to obtain multi-source data and issue damping control commands. In addition, the controller can be deployed on a single hardware node or distributed across multiple nodes, with the nodes coordinating through an in-vehicle communication network. This application does not limit the specific implementation form and deployment method of the controller.

[0024] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0025] The following embodiment illustrates an electronic lock state detection method provided in this application. See also... Figure 1 ,Should Figure 1 A flowchart of an electronic lock state detection method provided in this application embodiment, the method including: S101, Initiate a wireless communication connection between the electronic lock located on the discharge gun and the discharge gun.

[0026] First, it needs to be clarified that the DC V2V discharge involved in the embodiments of this application refers to a discharge method that connects the DC charging port of the discharging vehicle and the DC charging port of the charging vehicle through a DC discharge device to realize the DC power transmission between vehicles. Here, V2V is an abbreviation for vehicle-to-vehicle. The DC V2V discharge gun is a dedicated connection device used to connect two electric vehicles and transmit DC power; one end connects to the discharging vehicle, and the other end connects to the charging vehicle. To prevent the vehicle interface from disconnecting under load during discharge, an electronic locking device, referred to as an electronic lock, is installed on the vehicle plug of the DC V2V discharge gun. This electronic lock has two states: locked and unlocked. In the locked state, the discharge gun is locked to the vehicle interface, allowing high-voltage discharge; in the unlocked state, the discharge gun can be separated from the vehicle interface, and the high-voltage discharge circuit is cut off.

[0027] The vehicle controller of the discharge vehicle is an electronic control unit installed on the discharge vehicle, responsible for managing the entire process of DC V2V discharge. This device integrates a first wireless communication module. The first wireless communication module refers to a wireless communication unit installed inside the vehicle controller of the discharge vehicle or serving as its peripheral circuit. When executing the method provided in the embodiments of this application, the vehicle controller of the discharge vehicle first needs to initiate a wireless communication connection with the electronic lock of the DC V2V discharge gun.

[0028] The electronic lock is mounted on the DC V2V discharge gun and integrates a second wireless communication module internally, or it can be connected to a separate second wireless communication module via an external connection. For example, the second wireless communication module can be a miniature wireless communication chip integrated inside the electronic lock, or it can be a separate wireless communication component connected to the electronic lock via an external wiring harness. This second wireless communication module is used for wireless data interaction with the vehicle controller of the discharge vehicle, sending the electronic lock's status information to the vehicle controller.

[0029] In one possible implementation, embodiments of this application further define the relationship between the initiation timing of the wireless communication connection and the power supply of the electronic lock. Specifically, when the vehicle controller of the discharging vehicle controls the power supply circuit to be turned on, providing operating power to the electronic lock, the vehicle controller of the discharging vehicle initiates a wireless communication connection with the electronic lock.

[0030] The electronic lock requires a power supply to operate, which is provided by the power supply circuit controlled by the vehicle controller of the discharge vehicle. The power supply circuit refers to the internal circuit path of the discharge vehicle used to output low-voltage power, its function being to provide power to the electronic lock on the DC V2V discharge gun. During operation, the vehicle controller of the discharge vehicle determines when to supply power to the electronic lock according to the needs of the discharge process. When the vehicle controller controls the power supply circuit to be connected and begins to provide power to the electronic lock, it immediately initiates a wireless communication connection with the electronic lock. The advantage of this design is that the electronic lock can establish wireless communication with the vehicle controller of the discharge vehicle as soon as it is powered on, without additional waiting or triggering of other conditions, ensuring the timeliness and synchronization of the electronic lock status detection. Simultaneously, the fact that the electronic lock's power supply is directly controlled by the vehicle controller means that the vehicle controller not only knows the on / off status of the power supply circuit but also knows when the electronic lock starts working, thus enabling it to accurately initiate a wireless communication connection at the correct time, avoiding the energy consumption caused by invalid scanning or premature connection.

[0031] In one possible implementation, specific preconditions for activating the power supply circuit of the vehicle controller in the discharging vehicle are defined. In actual DC V2V discharging scenarios, it is not always necessary to power the electronic lock; the power supply circuit should only be activated when the discharging vehicle confirms that it meets the discharging conditions.

[0032] Specifically, before executing the power supply circuit connection operation, the vehicle controller of the discharging vehicle needs to determine whether two conditions are met simultaneously. The first condition is that the DC V2V discharging gun is successfully connected, meaning the discharging gun has been correctly inserted into the DC charging port of the discharging vehicle, and the vehicle's connection detection mechanism confirms the reliability and integrity of the connection, typically including physical connection confirmation and electrical connection confirmation. The second condition is that the discharging vehicle is allowed to discharge, meaning the vehicle's own battery management system, vehicle control system, etc., determine that the current vehicle state is suitable for external discharge, such as sufficient battery charge, normal battery temperature, no other faults, or instructions prohibiting discharge. Only when both conditions are met will the vehicle controller of the discharging vehicle execute the power supply circuit connection step. This design ensures that the electronic lock only receives power when it is actually needed, avoiding unnecessary energy consumption, and also ensuring the safe start of the discharge process.

[0033] In one possible implementation, the power supply circuit includes a first contactor and a second contactor in the low-voltage auxiliary power supply circuit, as well as power supply lines controlled by these two contactors. The first and second contactors are essentially two relays or switching devices, referred to as low-voltage auxiliary power supply contactors, corresponding to K3 and K4 respectively. The power supply lines correspond to the A+ and A- lines, where A+ represents the positive terminal of the low-voltage auxiliary power supply, and A- represents the negative terminal, i.e., the ground terminal. A+ and A- together constitute a complete low-voltage DC power supply circuit, used to provide operating power to the electronic lock on the discharge gun.

[0034] Specifically, K3 and K4 are connected in series in the low-voltage auxiliary power supply circuit. K3 is connected in series on the A+ line, which is the positive terminal of the low-voltage auxiliary power supply, and K4 is connected in series on the A- line, which is the negative terminal of the low-voltage auxiliary power supply. The vehicle controller must close K3 and K4 simultaneously to provide a complete low-voltage DC power supply circuit for the electronic lock through A+ and A-. If either K3 or K4 is disconnected, the power supply circuit is cut off, and the electronic lock immediately loses power.

[0035] Therefore, the dual-contactor series structure provides hardware-level redundancy and safety. Even if one contactor becomes stuck, the other can still independently cut off the power supply circuit, preventing the electronic lock from remaining energized after discharge or under abnormal conditions. This avoids the risk of the discharge gun being unable to be removed or high-voltage plugging and unplugging due to the electronic lock's inability to unlock. Simultaneously, the vehicle controller needs to output two signals to close the dual contactors, reducing the possibility of accidental energization of the electronic lock due to a single signal anomaly and enhancing anti-interference capabilities. The controller only actively closes the two contactors when discharge conditions are met and locking is required; once discharge ends or an abnormality is detected, disconnecting either contactor reliably cuts off the electronic lock's power supply, automatically unlocking it and stopping wireless communication. This dual-path control, single-path immediate disconnection mechanism balances stable normal power supply with rapid fault disconnection, significantly improving the safety and control robustness of DC V2V discharge.

[0036] In one possible implementation, the embodiments of this application further define the specific implementation method of the vehicle controller of the discharge vehicle initiating a wireless communication connection, that is, describe the process of how the first wireless communication module establishes a connection with the second wireless communication module.

[0037] The first wireless communication module is capable of transmitting and receiving wireless signals, actively sending detection requests and receiving response signals from surrounding devices. In this embodiment, the first wireless communication module detects and connects to the wireless communication module carried by the electronic lock located on the DC V2V discharge gun. The second wireless communication module enters standby or broadcast mode after receiving power, and can send out wireless beacons containing its own identification information or respond to connection requests from other wireless devices.

[0038] After the vehicle controller of the discharge vehicle completes the low-voltage auxiliary power supply to the electronic lock and the second wireless communication module is powered on, the first wireless communication module begins to perform a scanning operation. Scanning refers to the first wireless communication module actively sending detection requests on a preset wireless frequency band and listening for possible response signals. The preset range does not only refer to the geographical distance range, but also includes the logical range of wireless signal coverage, such as the query scan range defined in the Bluetooth protocol or the service set identifier search range in the Wi-Fi protocol. In practical applications, the preset range can be adjusted according to the type of wireless communication technology and the transmission power, and can be set between several meters and tens of meters to cover the actual physical distance between the discharge vehicle and the DC V2V discharge gun, while avoiding interference with the wireless devices of other nearby vehicles. The first wireless communication module scans to identify all discoverable wireless devices in the surrounding environment and selects the second wireless communication module that matches the characteristics of the electronic lock.

[0039] Once the first wireless communication module successfully detects the second wireless communication module, it enters the pairing and binding phase. Pairing refers to the authentication and key negotiation process between the two wireless communication modules, aiming to confirm the legitimacy of both parties and establish a secure communication link. Binding involves recording the device information after successful pairing, allowing subsequent connections to be completed automatically without repeated pairing. In specific implementations, pairing and binding can be based on the Bluetooth protocol's security management mechanism or through Wi-Fi Direct technology. After successful pairing and binding, a dedicated wireless communication connection is established between the first and second wireless communication modules. This connection is independent of the vehicle's existing wired CAN communication network, featuring low latency and high reliability, providing a dedicated channel for the real-time transmission of electronic lock status information.

[0040] It should be noted that the establishment of this wireless communication connection is completely independent of the wired CAN communication line between the discharging vehicle and the charging vehicle. The CAN communication line is used for exchanging charging protocol messages between vehicles, while the wireless communication link established in this application is only used for transmitting electronic lock status information. Through a series of steps including active scanning, searching, and pairing, the vehicle controller of the discharging vehicle can accurately associate itself with a specific DC V2V discharging gun electronic lock, avoiding misconnections with other wireless devices. Furthermore, this process is automatically triggered after the electronic lock is powered on, requiring no manual intervention, ensuring the timeliness and automation of the connection.

[0041] In one possible wireless communication connection method, the vehicle controller first scans all wireless signals within a preset range and measures the signal strength of each scanned wireless signal. Since the electronic lock on the discharge gun broadcasts a wireless signal containing its device identifier, the vehicle controller can identify the signal emitted by the electronic lock according to a preset electronic lock identifier format. When a wireless signal emitted by the electronic lock is detected and its signal strength is greater than a preset strength threshold, the vehicle controller determines that the electronic lock is sufficiently close to the vehicle interface, i.e., the discharge gun is inserted correctly. At this point, the vehicle controller actively performs a pairing and binding process with the electronic lock, thereby establishing a dedicated wireless communication connection. Thus, by introducing a signal strength threshold judgment, erroneous connections due to interference from electronic lock signals from other vehicles at a distance are avoided. It also ensures that pairing only begins when the discharge gun is physically close to the vehicle interface, reducing unnecessary energy consumption and communication overhead.

[0042] In one possible wireless communication connection method, after the vehicle controller and the electronic lock successfully establish a wireless communication connection, a link monitoring and automatic reconnection mechanism is added. Specifically, the vehicle controller continuously monitors the reception of status information. If it fails to receive status information from the electronic lock for a preset number of consecutive times, such as three consecutive times, the vehicle controller determines that the wireless communication connection has been interrupted. At this time, the vehicle controller does not immediately stop discharging, but instead rescans for wireless signals within a preset range, attempts to re-identify the wireless signal of the previously paired electronic lock, and re-executes the pairing and binding process to restore the connection.

[0043] If reconnection is successful, the vehicle controller continues to receive status information and control the discharge process normally. If reconnection fails, for example, if the number of retries exceeds the limit or the original electronic lock signal cannot be detected, the vehicle controller determines that communication cannot be restored. For safety reasons, it performs an interruption discharge operation, outputs an alarm message, or both simultaneously. This effectively addresses communication interruptions caused by momentary electromagnetic interference, vehicle movement, or brief power outages of the electronic lock, preventing accidental triggering of safety shutdowns due to brief communication loss, while ensuring timely safety measures are taken in the event of a genuine communication failure.

[0044] In one possible implementation, for complex scenarios where multiple electric vehicles may be simultaneously performing V2V discharge or where other vehicles with wireless electronic locks may be nearby, the vehicle controller initiates a wireless communication connection using the following strategy: First, the vehicle controller scans all wireless signals within a preset range and parses the device identifier carried by each signal. Then, based on a pre-defined electronic lock device identifier format, such as a specific manufacturer code or device type field, it filters out target signals that conform to the electronic lock identifier format from the scanned signals.

[0045] If only one target signal is selected, the vehicle controller directly establishes a wireless communication connection with that electronic lock. If multiple target signals are selected, the vehicle controller further detects the signal strength of each target signal, selects the electronic lock with the strongest signal strength as the target for connection, and records the device identifiers of the remaining electronic locks. During this DC V2V discharge process, the vehicle controller will ignore all wireless signals corresponding to the recorded device identifiers, meaning it will no longer respond to any connection requests initiated by these signals. Therefore, through the dual mechanism of device identifier whitelist filtering and signal strength selection, the problem of wireless signal crosstalk in multi-vehicle environments is effectively solved, ensuring that the vehicle controller only establishes a connection with the electronic lock of its own vehicle's discharge gun, avoiding safety accidents or communication conflicts caused by mistakenly connecting to the electronic locks of neighboring vehicles.

[0046] In one possible implementation, after successful pairing and binding, the electronic lock continuously sends status information to the vehicle controller of the discharging vehicle. Continuous transmission here means that the electronic lock repeatedly sends the current status information at regular time intervals, rather than sending it only once or only when the status changes. The transmission frequency can be fixed, for example, every tens or hundreds of milliseconds, to ensure that the vehicle controller of the discharging vehicle can grasp the latest status of the electronic lock in real time. The content of the status information indicates whether the electronic lock is currently locked or unlocked. Through this continuous transmission mechanism, the vehicle controller of the discharging vehicle can continuously monitor the status changes of the electronic lock, and if the electronic lock abnormally unlocks, the control device can detect it in a very short time.

[0047] The continuous transmission of information by the electronic lock does not continue indefinitely but has a clear termination condition: the power supply circuit is cut off, de-energizing the electronic lock's wireless communication module. As mentioned earlier, the power supply circuit includes the first and second contactors in the low-voltage auxiliary power supply circuit, and the power lines controlled by these two contactors. When the DC V2V discharge process is completed or an anomaly is detected requiring termination of the discharge, the vehicle controller of the discharging vehicle controls the first and second contactors to disconnect, thereby cutting off the low-voltage auxiliary power supply to the electronic lock. Once the power supply circuit is cut off, the electronic lock loses its operating power, and its internal second wireless communication module is also de-energized. After the second wireless communication module is de-energized, it can no longer transmit any wireless signals, and the wireless communication connection between the electronic lock and the vehicle controller of the discharging vehicle is naturally interrupted, thus ceasing the continuous transmission of status information.

[0048] Therefore, in this embodiment, during normal operation of the electronic lock, the vehicle controller of the discharging vehicle can continuously acquire the real-time status of the electronic lock, forming an uninterrupted monitoring closed loop. When the discharge ends or an anomaly occurs, cutting off the power supply not only saves the vehicle's electrical energy but also avoids the electronic lock broadcasting signals unnecessarily when it is not in operation. Simultaneously, it ensures that the shutdown of wireless communication is synchronized with the shutdown of the electronic lock's power supply, making the logic clear and reliable. This continuous transmission mechanism until power is cut off significantly improves the real-time performance and continuity of status detection compared to methods that rely solely on message timeout judgments, providing more reliable data support for the safe control of the discharge process.

[0049] To achieve a balance between communication reliability and resource consumption, an adaptive transmission frequency adjustment mechanism based on channel quality can be introduced after the vehicle controller and electronic lock establish a wireless communication connection. Specifically, the vehicle controller continuously detects the signal-to-noise ratio (SNR) of the current wireless communication channel and compares the detected SNR with a preset first threshold and a second threshold, where the first threshold is greater than the second threshold. When the SNR is greater than the first threshold, it indicates excellent channel quality. In this case, the vehicle controller instructs the electronic lock to reduce the transmission frequency of status information to reduce redundant transmission, lower power consumption, and reduce communication bandwidth usage. When the SNR is less than the second threshold, it indicates poor channel quality and a risk of packet loss. The vehicle controller instructs the electronic lock to increase the transmission frequency of status information, increasing redundant transmission to ensure reliable reception of status information. When the SNR is between the second and first thresholds, the channel quality is within an acceptable range, the vehicle controller does not send adjustment commands, and the electronic lock maintains its current transmission frequency.

[0050] Therefore, the adaptive mechanism can dynamically adjust communication parameters according to the real-time electromagnetic environment, optimizing energy consumption and communication efficiency while ensuring the reliability of electronic lock status detection. It is especially suitable for electromagnetic interference fluctuations that may occur during DC V2V discharge.

[0051] S102. Receive status information sent by the electronic lock through the wireless communication connection.

[0052] After successfully establishing a wireless communication connection between the vehicle controller of the discharge vehicle and the DC V2V discharge gun electronic lock, this embodiment of the application proceeds to the status information receiving stage. The wireless communication connection referred to here is a point-to-point data link established independently of the vehicle's CAN bus via short-range wireless communication technologies such as Bluetooth or Wi-Fi. This connection is jointly maintained by the first wireless communication module of the vehicle controller and the second wireless communication module of the electronic lock, enabling bidirectional data transmission. In this step, the primary direction is the transmission of status information from the electronic lock to the vehicle controller of the discharge vehicle.

[0053] Electronic locks have a mechanical locking mechanism that can perform locking and unlocking actions, and can detect their current status through built-in sensors or limit switches. Status information refers to a set of data generated by the electronic lock indicating its current position or operating mode. This information can be a binary flag, such as using 1 to indicate a locked state and 0 to indicate an unlocked state, or it can be a more complete message including locking status, fault codes, battery level, etc. The status information is encoded by a second wireless communication module and then transmitted wirelessly.

[0054] The first wireless communication module on the vehicle controller of the discharge vehicle is in receiving mode, continuously monitoring the wireless channel. When the status information signal sent by the electronic lock reaches the first wireless communication module, the module demodulates, decodes, and verifies the signal to reconstruct the original status information data, and then transmits it to the processor of the vehicle controller. The receiving process is real-time, and due to the low latency of wireless communication, the vehicle controller can obtain the status information almost simultaneously with the electronic lock's transmission.

[0055] It is important to note that this receiving process is completely independent of the CAN communication lines between vehicles. In related solutions, the electronic lock's status is indirectly affected by the CAN communication through the mechanical control of the S+ line via a limit switch. The discharging vehicle needs to wait for the charging vehicle to return a message indicating whether the electronic lock has timed out before it can determine whether the electronic lock is engaged. However, in this application, the discharging vehicle's controller directly receives the status information actively sent by the electronic lock via wireless communication, without any intermediate conversion or indirect inference. This direct receiving method avoids interference from CAN communication anomalies on the electronic lock's status determination and also avoids the time delay caused by waiting for message timeouts.

[0056] In one possible implementation, the wireless communication connection in this application embodiment can be implemented using the Bluetooth communication protocol or the wireless local area network communication protocol.

[0057] In this application, a Bluetooth module is integrated into the vehicle controller of the discharge vehicle as the first wireless communication module, and a Bluetooth module is integrated into the electronic lock as the second wireless communication module. The two modules can quickly pair and bind to establish a Bluetooth connection. The Bluetooth protocol has low power consumption, making it suitable for use with electronic locks powered by the vehicle's low-voltage auxiliary power supply. Furthermore, the communication range of Bluetooth is typically within ten meters, which is sufficient to cover the physical range between the discharge vehicle and the discharge gun, while avoiding interference with the wireless signals of other surrounding vehicles.

[0058] The wireless local area network (WLAN) communication protocol, namely Wi-Fi or Wireless Fidelity, is used in this application. The first wireless communication module of the vehicle controller of the discharge vehicle can be a Wi-Fi module, and the second wireless communication module of the electronic lock is also configured as a Wi-Fi module. Both can scan, associate, and transmit data on a preset channel. WLAN protocols offer higher transmission rates, support more complex status information messages, and support point-to-point direct connection modes without relying on external access points. Furthermore, Wi-Fi generally has a longer effective communication range than Bluetooth, making it adaptable to different usage environments.

[0059] Regardless of whether Bluetooth or Wi-Fi is used, the core of this application lies in achieving direct communication between the vehicle controller and the electronic lock of the discharge vehicle wirelessly, allowing electronic lock status information to be transmitted without traversing the CAN bus or other wired lines. Both protocols can meet the real-time transmission requirements of electronic lock status information and are independent of the vehicle's original wired CAN communication system, thus decoupling electronic lock status detection from CAN communication and avoiding misjudgments caused by CAN line failures. The specific protocol used can be selected based on factors such as the actual product's hardware configuration, cost, and power consumption requirements.

[0060] S103. Based on the received status information, determine whether the electronic lock is in a locked or unlocked state.

[0061] After the vehicle controller of the discharge vehicle successfully receives the status information sent by the electronic lock via wireless communication, this embodiment further processes and parses the received information to ultimately determine the current actual state of the electronic lock. The status information is the raw data sent by the electronic lock, existing in the form of binary encoding, byte stream, or specific protocol messages. The processor of the vehicle controller of the discharge vehicle needs to parse this data and extract the key fields representing the locking state according to a predetermined communication protocol. For example, if both parties agree to use one byte to represent the state, where the least significant bit is 1 for locked and 0 for unlocked, then the processor can determine the state of the electronic lock by reading the least significant bit of the byte.

[0062] Compared to indirectly inferring the electronic lock status through CAN communication, this embodiment directly receives status information and explicitly determines the locking status via wireless communication, fundamentally eliminating the possibility of misjudgment due to communication line failures, power supply anomalies, or protocol configuration errors. Furthermore, since the status information is actively sent by the electronic lock, there is no need to wait for a reply from the charging vehicle; therefore, the delay in determining the status is extremely short, typically only in the millisecond range, significantly improving the control accuracy and response speed of the discharge process.

[0063] In one possible implementation, after the vehicle controller of the discharging vehicle determines the specific state of the electronic lock based on the received state information, this embodiment of the application further executes corresponding discharge control actions based on the state to ensure the safety of the DC V2V discharge process. Specifically, the vehicle controller of the discharging vehicle can distinguish whether the electronic lock is in a locked or unlocked state and take different measures accordingly.

[0064] When the vehicle controller of the discharge vehicle determines that the electronic lock is in the locked state based on the status information, it means that the locking mechanism of the electronic lock has reliably extended and engaged between the discharge gun plug and the vehicle socket, and the discharge gun and the vehicle interface are mechanically locked. At this time, the high-voltage discharge circuit can be safely closed. Therefore, the vehicle controller of the discharge vehicle allows the DC V2V discharge process to continue. "Allowing it to continue" means that the control device will not prevent the discharge due to the electronic lock status issue, and the discharge process will be executed normally according to the predetermined steps, including closing the high-voltage contactor, establishing the DC charging voltage, and monitoring the charging current. This judgment logic ensures that high-voltage power transmission is only allowed if the electronic lock is indeed locked, thereby effectively preventing users from accidentally unplugging the plug during the discharge process due to an unlocked electronic lock, and avoiding the generation of dangerous DC arcs.

[0065] When the vehicle controller of the discharge vehicle determines that the electronic lock is in the unlocked state based on the status information, it means that the locking mechanism of the electronic lock is in the retracted position, and there is no mechanical lock between the discharge gun and the vehicle interface. In this state, if high-voltage discharge is performed, and the plug is accidentally pulled out, the load will be disconnected, potentially generating a high-temperature arc, damaging the equipment, or even causing a fire. Therefore, the vehicle controller of the discharge vehicle must implement safety protection measures. For example, the vehicle controller of the discharge vehicle performs at least one of the following operations: The first operation is to prevent the initiation of DC V2V discharge. If the electronic lock is detected to be unlocked before the discharge process has started, the vehicle controller of the vehicle being discharged will refuse to start the discharge, will not close the high-voltage contactor, and may issue a prompt to the user, requesting them to check the discharge gun connection or the status of the electronic lock.

[0066] The second operation is to interrupt the ongoing DC V2V discharge. If, during the discharge process, the status information continuously received via wireless communication indicates that the electronic lock suddenly changes from a locked state to an unlocked state, this is an abnormal situation and may mean that the electronic lock has malfunctioned or has been forcibly unlocked. The vehicle controller of the discharging vehicle will immediately shut off the high-voltage discharge circuit and stop power transmission to ensure the safety of equipment and personnel.

[0067] The interruption of ongoing DC V2V discharge includes: when it is determined that the electronic lock is in an unlocked state and the current discharge current is greater than a preset safety threshold, the vehicle controller immediately disconnects the high-voltage contactor to instantaneously interrupt the discharge; when it is determined that the electronic lock is in an unlocked state and the current discharge current is less than or equal to the preset safety threshold, the vehicle controller gradually reduces the discharge power to zero before disconnecting the high-voltage contactor to interrupt the discharge. In other words, the abnormal unlocking event is responded to in stages based on the magnitude of the discharge current. For high currents, immediate disconnection is used to avoid the risk of arcing as quickly as possible; for low currents, power is gradually reduced before disconnection to reduce the impact on the vehicle's high-voltage electrical system, such as avoiding voltage spikes caused by instantaneous current changes, thus achieving a balance between safety and system stability.

[0068] The third operation is to output alarm notification information. Whether an unlocked state is detected before startup or an abnormal unlock is detected during the discharge process, the vehicle controller of the discharging vehicle will issue a clear alarm notification to the user through the vehicle's human-machine interface, such as the instrument panel, central control screen, or audible alarm. The alarm information may include text prompts, warning lights, or beeps, reminding the user to check the electronic lock status or the discharge gun connection.

[0069] It should be noted that one or more of the above operations can be selected and executed according to the actual safety strategy. For example, when an unlocked state is detected during the discharge process, both the discharge interruption and alarm output are usually executed simultaneously. When an unlocked state is detected before startup, the discharge can be prevented from starting and an alarm output can be executed. This multi-layered control strategy, combined with the real-time status information provided by wireless communication, enables the vehicle controller of the discharging vehicle to react to abnormal unlocking with a millisecond-level response speed. Compared with the method of judging solely by CAN message timeout, this improves the safety and reliability of DC V2V discharge.

[0070] Furthermore, the electronic lock's status detection is decoupled from the CAN communication status, so the execution of the aforementioned control actions is unaffected by CAN communication line failures or other communication anomalies. Even if the CAN bus is interrupted for other reasons, the vehicle controller of the discharging vehicle can still accurately obtain the electronic lock status via wireless communication and correctly execute the operation of allowing or interrupting discharge.

[0071] See below Figure 2 , Figure 2 The following is a flowchart of the DC V2V discharge process provided in the embodiments of this application. In the DC V2V vehicle interface connection confirmation step, the DC charging port of the discharging vehicle and the DC charging port of the charging vehicle are connected through the DC V2V discharge equipment to complete the physical connection of the vehicle interface.

[0072] Then, the DC V2V discharge switch on the discharge vehicle is turned on to start the discharge process. The discharge vehicle first checks whether the vehicle meets the discharge conditions, such as battery charge, temperature, and system status. If the conditions are met, the discharge vehicle closes contactors K3 and K4, outputting low-voltage auxiliary power to supply power to the discharge gun electronic lock. Subsequently, the vehicle controller of the discharge vehicle establishes wireless communication with the discharge gun electronic lock and confirms that the discharge gun electronic lock is locked via wireless communication.

[0073] After the electronic lock is confirmed, the discharging vehicle and the charging vehicle communicate and interact in accordance with the national standard GB / T27930, sequentially entering the charging handshake stage, the charging parameter configuration stage, and finally the charging stage, at which point DC V2V discharge begins.

[0074] Discharge can be stopped manually or automatically. Manual stopping includes turning off the DC V2V discharge switch on the discharging vehicle; automatic stopping is triggered when the remaining state of charge (SOC) of the discharging vehicle is less than that of the charging vehicle. Regardless of the method, after DC V2V discharge stops, the DC V2V discharge device unlocks the locking mechanisms of the discharging vehicle's interface and the charging vehicle's interface. Finally, the DC V2V discharge device disconnects the DC charging port of both the discharging and charging vehicles, ending the entire discharge process.

[0075] In one possible implementation, the vehicle controller associates the received status information with the corresponding power supply circuit on / off status and discharge process stage to form a status log; when it is determined from the status information that the electronic lock is in the unlocked state and the power supply circuit is in the on state, the vehicle controller determines that an abnormal unlocking event has occurred, records the fault code and stores the status log at the time of the abnormality; the vehicle controller sends the fault code and the status log to the cloud server or displays them on the vehicle's central control screen through the vehicle communication module.

[0076] like Figure 3 As shown, Figure 3 This is a schematic diagram of the electronic lock connection of the DC V2V discharge interface in the prior art, which consists of three parts: a discharge vehicle, a DC V2V conductive connection assembly (including an overcurrent protection device), and a charging vehicle.

[0077] First, let's explain the discharge vehicle side. The charging and discharging equipment, as the power output source, is responsible for providing DC high-voltage power. The diagram also includes a current / voltage measurement module. The current measurement is connected in series in the DC+ circuit to monitor the discharge current in real time; the voltage measurement is connected in parallel between DC+ and DC- to monitor the output voltage, providing data for power control and overcurrent / overvoltage protection. A discharge circuit is connected in parallel at the output of the charging and discharging equipment. Upon discharge completion or in case of a fault, it quickly discharges residual high-voltage current from the busbar, avoiding the safety risks associated with hot-plugging the interface. The insulation monitoring device (IMD) is connected to the DC- busbar at one end and the PE protective ground wire at the other, monitoring the insulation resistance of the high-voltage circuit to ground in real time. When insulation faults such as leakage or poor grounding occur, it immediately triggers protection, preventing the main contactor from closing. Main contactors K5' and K6' are connected in series in the DC+ and DC- main circuits, respectively, serving as the main switch for high-voltage output. Only after all safety self-tests pass will the control device close these two contactors, allowing high-voltage power to be output.

[0078] The following describes the DC V2V conductive connection assembly in the middle section. After the vehicle socket and plug of the discharge vehicle interface are plugged in, the DC+ and DC- signals are directly connected. The DC+ circuit is connected in series with the overcurrent protection device (FUSE) and then connected to the plug on the charging vehicle side. The DC- circuit is a straight-through circuit without additional protection components. This circuit is responsible for transmitting DC high-voltage power. The fuse provides short-circuit / overcurrent protection to prevent fault current from damaging vehicle equipment. The PE line is continuously conductive throughout, extending directly from the discharge vehicle socket to the charging vehicle socket, providing a unified grounding reference point for both vehicles and ensuring the grounding safety of the high-voltage system. The CC1 pin is connected to the resistor network R1 / R2 / R4', forming a voltage divider circuit. The CC2 pin is connected to signal S1, working with the voltage divider circuit to detect the connection status. The CC1 pin is connected to resistor R3, and forms a loop with the CC2 pin through resistor R6 and signal S2, forming a bidirectional closed-loop interaction with the voltage divider network on the discharge side, achieving dual confirmation of the interface connection status. The A+ and A- pins on the discharging vehicle side are directly connected to the charging vehicle side via a plug-and-socket connection; this provides low-voltage power to the locking mechanisms on both sides, maintaining the mechanical locking state of the interface. The differential communication lines S+ and S- are continuously conductive and controlled by limit switches SQ1 and SQ2. The discharging side SQ1 and the charging side SQ2 are linked to the locking mechanisms: when the locking mechanism is engaged, SQ1 / SQ2 closes, the S+ line is conductive, and vehicle-to-vehicle CAN communication is normal; when the locking mechanism is disengaged, SQ1 / SQ2 disconnects, the S+ line is open, and communication is interrupted.

[0079] The following describes the charging vehicle side on the right. It receives high-voltage DC power from the connection components via the DC+ and DC- pins, and receives a protective grounding signal via the PE pin, connecting to the vehicle platform. Main contactors K5 and K6 are connected in series in the DC+ and DC- circuits, respectively, serving as control switches for high-voltage charging. These two contactors will only close to connect the high-voltage power to the power battery after the control device confirms that all safety conditions are met. The power battery is the power receiving end, connected to the high-voltage circuit via contactors K5 and K6, receiving and storing DC power. The CC1 and CC2 pins are directly connected to the vehicle interface, receiving control guidance signals from the connection components. In the voltage divider detection circuit, U2 is the detection power supply, and R5 is the voltage divider resistor; both are connected in series between CC1 and CC2, forming a voltage sampling point at detection point 2. The vehicle controller of the charging vehicle determines whether the interface is reliably connected and whether the resistor configuration of the connection components is normal by detecting the voltage value at detection point 2, thereby confirming whether the high-voltage power-on conditions are met. The A+ / A- auxiliary power supply channel receives low-voltage auxiliary power from the connecting components, providing operating power for low-voltage equipment such as the vehicle controller and interface electronic lock of the charging vehicle. The S+ / S- communication channel is a differential communication signal interface that receives S+ and S- signals from the discharging vehicle side, enabling bidirectional high-speed digital communication between vehicles to transmit charging parameters, status commands, and fault information.

[0080] The circuit is directly powered by the A+ / A- low-voltage auxiliary power supply circuit, which is: low-voltage auxiliary power supply device → K3 / K4 → A+ → connection group A+ → locking mechanism holding device. The discharge-side locking mechanism is linked to the limit switch SQ1, which is connected in series on the S+ communication line; the charging-side locking mechanism is linked to the limit switch SQ2, which is connected in series on the S+ communication line. That is, only when SQ1 and SQ2 are closed simultaneously (locking mechanism locked) is the S+ line open, and vehicle-to-vehicle CAN communication can be established normally. If the locking mechanism is unlocked, SQ1 / SQ2 is disconnected, the S+ line is broken, and communication is interrupted. The S+ / S- line is both the vehicle-to-vehicle differential communication channel and the physical feedback channel for the locking state; the two are strongly bound together. This application's embodiment adjusts the above connection relationship; see [link to relevant documentation]. Figure 4 , Figure 4 This is a schematic diagram of the DC V2V discharge interface electronic lock connection provided in an embodiment of this application. The electronic lock power supply connection is... Figure 3As shown, the circuit remains directly powered by the A+ / A- low-voltage auxiliary power supply circuit, with no changes to the circuit itself, and will not be elaborated upon here. Both the discharge and charging side plugs have built-in wireless communication modules, and the locking status is directly fed back to the vehicle controllers on both sides via wireless signals. The S+ / S- lines are directly conductive throughout the connection assembly, no longer connected in series with the SQ1 / SQ2 limit switches, and the locking mechanism is completely decoupled from the communication lines. The S+ / S- lines serve only as independent vehicle-to-vehicle differential communication channels; their on / off status no longer reflects the locking mechanism's status, which is transmitted separately via the wireless module. The S+ / S- lines only handle vehicle-to-vehicle communication and no longer participate in the physical feedback of the locking status.

[0081] from Figure 4 It can be seen that compared with existing technologies Figure 3 The complex structure of the S+ line requiring series connection of limit switches SQ1 and SQ2 is simplified in this embodiment, where the S+ line is directly conductive throughout its entire operation, no longer subject to mechanical control of the electronic lock's state. This not only simplifies the internal wiring of the discharge gun plug and reduces reliance on mechanical components such as limit switches, lowering the failure rate and manufacturing cost, but also enables the CAN communication line to operate independently and stably, avoiding communication interruptions caused by mechanical wear or poor contact. Furthermore, the integration of an internal or external wireless communication module within the electronic lock facilitates upgrades and modifications to existing vehicle architectures, demonstrating excellent engineering feasibility and widespread application value.

[0082] In summary, the electronic lock status detection method and apparatus provided in this application completely decouple the electronic lock status detection from the CAN communication status, achieving direct and accurate acquisition of the electronic lock status. Specifically, an independent wireless communication link is established between the vehicle controller of the discharging vehicle and the electronic lock. The status information of the electronic lock no longer relies on the on / off state of the CAN communication line to indirectly reflect the status, but is directly sent to the vehicle controller of the discharging vehicle via wireless communication. Even if the CAN communication is abnormal due to line faults, power abnormalities, protocol configuration errors, or hardware / software failures, the vehicle controller of the discharging vehicle can still accurately determine whether the electronic lock is in a locked or unlocked state, fundamentally avoiding misjudgments caused by CAN communication abnormalities.

[0083] Meanwhile, the embodiments of this application significantly improve the real-time performance of electronic lock status detection. Existing technologies rely on inferring the electronic lock status indirectly by determining whether the communication message returned by the charging vehicle has timed out. This timeout determination typically requires several seconds, resulting in significant lag in status detection. Furthermore, if the electronic lock abnormally unlocks during discharge, the vehicle cannot respond promptly, posing safety risks such as load disconnection and DC arcing. In this application, after establishing a wireless communication connection between the electronic lock and the vehicle controller of the discharging vehicle, it sends status information in real time. The vehicle controller of the discharging vehicle can receive status changes within milliseconds and immediately execute corresponding safety protection actions, effectively preventing dangerous situations caused by response delays and ensuring the safe and controllable discharge process.

[0084] Furthermore, this application embodiment also provides a multi-layered safety control strategy. When the vehicle controller of the discharge vehicle determines that the electronic lock is in the locked state, the DC V2V discharge process is allowed to proceed normally; when it determines that the electronic lock is in the unlocked state, the vehicle controller of the discharge vehicle can perform at least one of the following operations: prohibiting the start of discharge, interrupting the ongoing discharge, or outputting an alarm message. This multi-layered control strategy, combined with the real-time status information provided by wireless communication, enables the vehicle controller of the discharge vehicle to respond quickly to abnormal unlocking of the electronic lock, ensuring discharge safety from multiple dimensions, including pre-start prevention, in-discharge protection, and user reminders.

[0085] This application also optimizes the timing of initiating the wireless communication connection and the connection timing of the electronic lock's power supply circuit. The wireless communication connection is initiated simultaneously with the power supply circuit connection, allowing the electronic lock to establish communication with the vehicle controller of the discharging vehicle as soon as it is powered on, without needing to wait for additional conditions or trigger other conditions, ensuring the timeliness and synchronization of status detection. Simultaneously, the electronic lock's power supply is directly controlled by the vehicle controller of the discharging vehicle. The vehicle controller not only knows the on / off status of the power supply circuit but also knows when the electronic lock starts working, thus enabling it to accurately initiate the wireless communication connection at the correct time, avoiding energy consumption caused by invalid scanning or premature connection. When the discharging process ends or an abnormality occurs, cutting off the power supply circuit will power off the electronic lock and stop wireless communication, achieving energy-saving effects.

[0086] Structurally, the embodiments of this application simplify the internal wiring of the discharge gun plug. In the prior art, the S+ communication line needs to be connected in series with a limit switch. When the electronic lock unlocks, the limit switch disconnects, causing CAN communication to be interrupted. In this application, the S+ line is directly conductive throughout the entire process, no longer subject to mechanical control of the electronic lock state. This reduces reliance on mechanical components such as limit switches, lowers the failure rate and manufacturing cost, and also enables the CAN communication line to work independently and stably. At the same time, integrating or connecting a wireless communication module in the vehicle controller and in the electronic lock does not require changing the vehicle's original high-voltage discharge circuit and CAN communication protocol. This results in minimal modification to the existing vehicle architecture, making it easy to implement and promote its application.

[0087] The above are some specific implementations of the detection method provided in the embodiments of this application. Based on this, this application also provides a corresponding apparatus. The apparatus provided in the embodiments of this application will be described below from the perspective of functional modularity. The apparatus includes: The vehicle controller has a first wireless communication module integrated internally or connected externally; the electronic lock is mounted on the discharge gun and has a second wireless communication module integrated internally or connected externally. The vehicle controller is used to initiate a wireless communication connection with the second wireless communication module through the first wireless communication module, and to receive status information sent by the electronic lock through the wireless communication connection. The status information indicates whether the electronic lock is in a locked or unlocked state. The vehicle controller is also used to determine the status of the electronic lock based on the received status information.

[0088] This application also provides corresponding devices and computer storage media for implementing the control scheme provided in this application.

[0089] The device includes a memory and a processor. The memory is used to store instructions or code, and the processor is used to execute the instructions or code to cause the device to perform the detection method described in any embodiment of this application.

[0090] The computer storage medium stores code, and when the code is executed, the device running the code implements the detection method described in any embodiment of this application.

[0091] This application also provides a corresponding vehicle, which includes the aforementioned equipment.

[0092] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the systems or apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and relevant parts can be referred to the method section.

[0093] It should be understood that in this application, "at least one" refers to one or more items, and "more" refers to two or more items. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one" or similar expressions refer to any combination of these items, including any combination of singular or plural items. For example, "at least one" of a, b, or c can represent: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, and c can be single or multiple.

[0094] It should be understood that the terms center, longitudinal, transverse, up, down, front, back, left, right, vertical, horizontal, top, bottom, inside, outside, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0095] It should be noted that, unless otherwise explicitly specified and limited, the terms installation, connection, and linking should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0096] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the statement "including a…" does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0097] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0098] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An electronic lock status detection method, applied to the vehicle controller of a discharge vehicle, characterized in that, The method includes: Initiate a wireless communication connection between the electronic lock located on the discharge gun; The electronic lock is received via the wireless communication connection. The status information indicates whether the electronic lock is in a locked or unlocked state. The state of the electronic lock is determined based on the received state information.

2. The method according to claim 1, characterized in that, The electronic lock is powered by a power supply circuit controlled by the vehicle controller of the discharge vehicle. The initiation of the wireless communication connection between the electronic lock and the discharge gun includes: When the discharge gun is successfully connected and the discharge vehicle is allowed to discharge, the vehicle controller controls the power supply circuit to be turned on to provide working power to the electronic lock; when the power supply circuit is turned on, the vehicle controller initiates a wireless communication connection with the electronic lock.

3. The method according to claim 2, characterized in that, The power supply circuit includes a first contactor and a second contactor connected in series in the low-voltage auxiliary power supply circuit, and a power supply line controlled by the first contactor and the second contactor. The vehicle controller provides low-voltage auxiliary power to the electronic lock by simultaneously closing the first contactor and the second contactor; When either the first contactor or the second contactor is disconnected, the power supply circuit is cut off.

4. The method according to claim 1, characterized in that, The wireless communication connection between the initiator and the electronic lock located on the discharge gun includes: The vehicle controller scans wireless signals within a preset range and detects the signal strength of each scanned wireless signal; When the wireless signal emitted by the electronic lock is detected and the signal strength of the wireless signal is greater than a preset threshold, the vehicle controller pairs and binds with the electronic lock to establish a wireless communication connection.

5. The method according to claim 4, characterized in that, After initiating the wireless communication connection between the electronic lock and the discharge gun, the method further includes: After the vehicle controller establishes a wireless communication connection with the electronic lock, the signal-to-noise ratio of the wireless communication channel is continuously detected; When the signal-to-noise ratio is greater than the first threshold, the electronic lock is instructed to reduce the frequency of sending status information. When the signal-to-noise ratio is less than the second threshold, the electronic lock is instructed to increase the frequency of sending status information. When the signal-to-noise ratio is not less than the second threshold and not greater than the first threshold, the current transmission frequency is maintained unchanged; wherein the first threshold is greater than the second threshold.

6. The method according to claim 5, characterized in that, The method further includes: After the vehicle controller establishes a wireless communication connection with the electronic lock, if it fails to receive the status information for a preset number of consecutive times, the vehicle controller determines that the wireless communication connection is interrupted, and rescans the wireless signals within a preset range to identify the wireless signal of the electronic lock, and then pairs and binds with the electronic lock again. If the reconnection is successful, the reception of the status information will resume; if the reconnection fails, an interrupt discharge will be performed and / or an alarm message will be output.

7. The method according to claim 1, characterized in that, The wireless communication connection between the initiator and the electronic lock located on the discharge gun includes: Scan all wireless signals within a preset range and analyze the device identifier carried in each wireless signal; Based on the preset device identification format, target signals that conform to the electronic lock device identification format are filtered from the scanned wireless signals; If only one target signal is selected, a wireless communication connection is established with the electronic lock corresponding to the target signal. If there are multiple target signals selected, the signal strength of each target signal is detected separately, and the electronic lock corresponding to the target signal with the strongest signal strength is selected to establish a wireless communication connection. The device identifiers of the remaining target signals are recorded so that wireless connection requests from the device identifiers of the remaining target signals are not responded to during the discharge process.

8. The method according to claim 1, characterized in that, The method further includes: When the electronic lock is determined to be in a locked state based on the status information, the vehicle controller allows the discharge process to continue. When the electronic lock is determined to be in the unlocked state based on the status information, the vehicle controller performs at least one of the following operations: prohibits the start of discharge, interrupts the ongoing discharge, and outputs an alarm message.

9. An electronic lock status detection device, characterized in that, include: The vehicle controller has a first wireless communication module integrated internally or connected externally; the electronic lock is mounted on the discharge gun and has a second wireless communication module integrated internally or connected externally. The vehicle controller is used to initiate a wireless communication connection with the second wireless communication module through the first wireless communication module, and to receive status information sent by the electronic lock through the wireless communication connection. The status information indicates whether the electronic lock is in a locked or unlocked state. The vehicle controller is also used to determine the status of the electronic lock based on the received status information.

10. A vehicle, characterized in that, The vehicle controller includes a discharge vehicle, the vehicle controller comprising a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the electronic lock state detection method according to any one of claims 1-8.

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