An electric power sharing system and method for a pure electric commercial delivery vehicle
By adding a high-voltage management unit and cross-vehicle wiring harness connection to pure electric commercial vehicles, a cross-vehicle unidirectional power sharing high-voltage topology is constructed, which solves the safety hazards of cross-vehicle high-voltage power sharing in pure electric commercial vehicles, ensures that the vehicle can drive normally when disconnected from its own power battery, avoids false alarms of insulation detection and communication bus conflicts, and ensures steering and braking safety.
Patent Information
- Application Number
- CN202611482939.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-09-22
- Publication Date
- 2026-11-06
AI Technical Summary
When existing pure electric vehicles share high-voltage power across vehicles, the access of external high-voltage power can easily disrupt the vehicle's original high-voltage power supply topology, leading to false alarms in insulation detection and communication bus conflicts. When the vehicle is disconnected from its own power battery, it cannot maintain the vehicle's low-voltage network, loses steering and braking assistance support, poses serious safety hazards, and cannot drive and control normally.
A pure e-commerce commercial shipping vehicle power sharing system is adopted. By adding a high-voltage management unit between the vehicle's original high-voltage power distribution unit and the electric drive system integration unit, and using cross-vehicle wiring harnesses to connect the first vehicle and the second vehicle, a cross-vehicle one-way power sharing high-voltage topology is constructed. The power sharing control unit is used to control the cross-vehicle communication gateway to ensure that the first vehicle does not trigger system fault codes when its own power battery is disconnected from the high-voltage bus, and maintains normal operation control authority.
It achieves physical hardware connectivity and unidirectional high-voltage power transmission between the two workshops without damaging the original high-voltage electrical architecture, avoiding false alarms due to insulation leakage and bus ID conflicts, and ensuring basic steering and braking safety of the vehicle during cross-vehicle dynamic driving.
Smart Images
Figure CN123040741A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of new energy commercial vehicle technology, and in particular to a pure e-commerce commercial vehicle power sharing system and method. Background Technology
[0002] Commercial vehicles used in pure e-commerce need to be shipped in batches to delivery points after they roll off the production line. Due to the large weight of commercial vehicles, in some long-distance logistics scenarios, a convoy transport mode is adopted, where the lead vehicle tows the following vehicles. In this convoy mode, the lead vehicle, as the main mechanical power output node, experiences rapid depletion of its native power battery. The inherent energy storage capacity of a single vehicle is insufficient to meet the needs of long-distance, cross-regional shipments, resulting in low vehicle transfer efficiency.
[0003] To address the limited range issue, existing solutions, besides multiple stops for recharging along the way, also explore establishing a high-voltage connection between the sending and receiving vehicles. This approach aims to connect the battery packs of the two vehicles in parallel via external high-voltage cables, attempting to guide the electrical energy stored in the receiving vehicle to the high-voltage bus of the sending vehicle, thereby increasing the overall energy storage capacity and extending the convoy's travel distance.
[0004] The aforementioned power sharing scheme has technical flaws in its underlying electrical architecture and communication control logic. Directly connecting battery packs with different states of charge and internal resistance characteristics in parallel will generate uncontrollable internal circulating currents, leading to the risk of battery overcharging and bus voltage conflicts. If the power battery of the shipping vehicle is disconnected to eliminate the circulating current, the vehicle control unit of the shipping vehicle will directly determine that communication has been lost and trigger the high-voltage safety fault mechanism after losing communication messages and insulation feedback from the original battery node. This will cause the underlying drive system and steering and braking accessories to be forcibly locked, and the vehicle will lose its driving ability. In addition, when exiting the power sharing mode, directly cutting off the high-voltage circuit where energy is transmitted can easily induce arcing, causing relay contact erosion and accelerating hardware aging. Summary of the Invention
[0005] To address the shortcomings of existing technologies, this invention provides a power sharing system and method for pure electric commercial vehicles. It solves the problems that when existing pure electric commercial vehicles share high-voltage power across vehicles, direct access to external high-voltage power can easily disrupt the vehicle's original high-voltage power supply topology, causing false alarms in insulation detection and communication bus conflicts. Furthermore, when the vehicle is disconnected from its own power battery, it cannot maintain the vehicle's low-voltage network, loses steering and braking assistance support, and consequently, the vehicle faces serious safety hazards and cannot achieve normal drive control during cross-vehicle dynamic driving.
[0006] To address the aforementioned problems, the first aspect of this invention provides a battery sharing system for pure e-commerce commercial shipping vehicles, comprising: The first high-voltage power distribution unit and the first high-voltage management unit are respectively connected to the first power battery and the first electric drive system integration unit to form the first vehicle native independent high-voltage power supply topology. A first high-voltage bus is provided between the first high-voltage management unit and the first electric drive system integration unit, and a first DC converter, a first power steering pump and a first brake air pump are connected in parallel on the first high-voltage bus. The second high-voltage power distribution unit and the second high-voltage management unit are respectively connected to the second power battery and the second electric drive system integration unit to form the second vehicle's native independent high-voltage power supply topology. A cross-vehicle wiring harness is used to connect the first high-voltage management unit and the second high-voltage management unit; A power sharing control unit, a power sharing switch electrically connected to the power sharing control unit, a first battery management unit, and a second vehicle control unit; The power sharing control unit is used to control the first high-voltage power distribution unit to disconnect and control the first high-voltage management unit to close through the first battery management unit after receiving the trigger signal sent by the power sharing switch, and to control the second high-voltage power distribution unit and the second high-voltage management unit to close through the second vehicle control unit, so that the cross-vehicle wiring harness connects the second high-voltage management unit and the first high-voltage management unit to form a cross-vehicle unidirectional power sharing high-voltage topology.
[0007] Preferably, the first high-voltage management unit is internally equipped with a first power-sharing main positive relay and a first power-sharing main negative relay; Wherein, the two ends of the first power sharing main positive relay are respectively connected to the first high voltage positive bus and the high voltage positive cable of the cross-vehicle wiring harness, and the two ends of the first power sharing main negative relay are respectively connected to the first high voltage negative bus and the high voltage negative cable of the cross-vehicle wiring harness. The second high-voltage management unit is internally equipped with a second power-sharing main positive relay and a second power-sharing main negative relay; Wherein, the two ends of the second power sharing main positive relay are respectively connected to the second high voltage positive bus and the high voltage positive cable of the cross-vehicle wiring harness, and the two ends of the second power sharing main negative relay are respectively connected to the second high voltage negative bus and the high voltage negative cable of the cross-vehicle wiring harness. The first high-voltage power distribution unit is equipped with a first main positive relay and a first main negative relay. The first main positive relay is connected to the positive terminal of the first power battery and the first high-voltage positive busbar at both ends, and the first main negative relay is connected to the negative terminal of the first power battery and the first high-voltage negative busbar at both ends. The second high-voltage power distribution unit is equipped with a second main positive relay and a second main negative relay. The two ends of the second main positive relay are respectively connected to the positive terminal of the second power battery and the second high-voltage positive bus, and the two ends of the second main negative relay are respectively connected to the negative terminal of the second power battery and the second high-voltage negative bus.
[0008] Preferably, in the first vehicle native independent high-voltage power supply topology, the first power battery supplies electrical energy to the first electric drive system integration unit, and the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit are in a closed state. In the cross-vehicle unidirectional power sharing high-voltage topology, the first main positive relay and the first main negative relay inside the first high-voltage distribution unit are both disconnected, the second power sharing main positive relay and the second power sharing main negative relay inside the second high-voltage management unit are closed, and the first power sharing main positive relay and the first power sharing main negative relay inside the first high-voltage management unit are closed. The first vehicle's native independent high-voltage power supply topology and the cross-vehicle unidirectional power sharing high-voltage topology are logically interlocked and do not conduct at the same time.
[0009] Preferably, the system further includes a first vehicle control unit and a second battery management unit; The power sharing control unit establishes CAN communication connections with the first vehicle control unit, the first battery management unit, the second vehicle control unit, and the second battery management unit, respectively. The power sharing control unit sends a forced sleep command to the first battery management unit, and the first battery management unit disconnects the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit.
[0010] A second aspect of this invention provides a method for sharing the battery power of e-commerce shipping vehicles, applied to an e-commerce shipping vehicle battery sharing system, comprising the following steps: In response to the trigger signal of the power sharing switch, the power sharing control unit sends a forced hibernation command to the first battery management unit, controlling the first power battery to disconnect from the first high-voltage bus, so that the high-voltage circuit on the first power battery side enters a hibernation isolation state. The power sharing control unit sequentially coordinates with the control logic of the second vehicle side and the first vehicle side to close the corresponding relays in the second high-voltage management unit and the first high-voltage management unit, so as to conduct the cross-vehicle unidirectional power sharing high-voltage topology. The second power battery outputs electrical energy and transmits it unidirectionally to the first high-voltage bus via the cross-vehicle unidirectional power sharing high-voltage topology. The first high-voltage bus distributes the electrical energy to the first electric drive system integration unit, the first DC converter, the first power steering pump, and the first brake air pump. The first DC converter converts the high-voltage electricity into low-voltage electricity to maintain the low-voltage network of the first vehicle. The first vehicle relies on the received electrical energy to complete steering, braking, and drive control. In response to the power sharing end signal, the power sharing control unit executes a power-down sequence to control the corresponding relays in the second high-voltage management unit and the first high-voltage management unit to disconnect the cross-vehicle unidirectional power sharing high-voltage topology.
[0011] Preferably, the step of disconnecting the first power battery from the first high-voltage bus, causing the high-voltage circuit on the first power battery side to enter a dormant isolation state, includes: The first battery management unit cuts off the power supply to the drive coils of the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit, the first power battery stops supplying power to the first high-voltage bus, and the first vehicle control unit controls the active discharge circuit connected in parallel to both ends of the first high-voltage bus inside the first electric drive system integration unit to conduct, so as to discharge the residual charge of the first high-voltage bus. The first battery management unit monitors the residual voltage at both ends of the first high-voltage bus. When the residual voltage drops to within the safety threshold, it generates a disconnection confirmation signal and sends it to the power sharing control unit to trigger the power sharing control unit to start the cross-vehicle passage closure procedure. The first battery management unit disables the first vehicle insulation detection function, stops injecting detection voltage into the first high-voltage bus, and closes the internal analog-to-digital conversion sampling channel.
[0012] Preferably, closing the corresponding relays within the second high-voltage management unit and the first high-voltage management unit includes: After receiving the disconnection confirmation signal, the power sharing control unit outputs a drive signal to the first high-voltage management unit, which sequentially closes the first power sharing main negative relay and the first power sharing main positive relay inside the first high-voltage management unit, thus completing the establishment of the first vehicle-side receiving channel. The power sharing control unit sends an external power supply request message to the second vehicle control unit; The second battery management unit verifies the state of charge and cell temperature of the second power battery, and calculates the current maximum allowable discharge power based on the rated discharge current, real-time terminal voltage and temperature derating factor corresponding to the cell temperature of the second power battery. When the maximum allowable discharge power exceeds the preset power supply threshold, a command to allow external discharge is sent to the second vehicle control unit.
[0013] Preferably, after sending the command to permit external discharge, the method further includes: The second vehicle control unit outputs a drive command to the second high-voltage management unit, which sequentially closes the second power-sharing main negative relay and the second power-sharing main positive relay inside the second high-voltage management unit; The second vehicle control unit controls the second main negative relay and the second pre-charge relay inside the second high-voltage power distribution unit to close sequentially. The second vehicle control unit monitors the output voltage of the second high-voltage management unit. When the output voltage rises to a preset ratio, it controls the closing of the second main positive relay inside the second high-voltage power distribution unit and disconnects the second pre-charge relay.
[0014] Preferably, the first vehicle uses received electrical energy to perform steering, braking, and drive control, including: When the first battery management unit is in sleep mode, the power sharing control unit sends virtual communication messages simulating the normal operating state of the first power battery to the first vehicle control unit at fixed time intervals. The first vehicle control unit determines that the high-voltage network power supply status is normal based on the virtual communication message and releases the torque output limit of the first electric drive system integration unit. The first vehicle control unit collects the accelerator pedal opening signal and brake pedal travel signal inside the driver's cab of the first vehicle in real time, converts the accelerator pedal opening signal into a target torque command and sends it to the first electric drive system integration unit. The first electric drive system integration unit extracts high-voltage DC power transmitted across the vehicle from the first high-voltage bus according to the target torque command, and uses it to invert and drive the first traction motor inside to output mechanical kinetic energy to pull the first vehicle.
[0015] Preferably, the execution of the power-down sequence includes: The execution of the power-down sequence includes: Before disconnecting the cross-vehicle unidirectional power sharing high-voltage topology, the power sharing control unit sends a first power battery power-off request message to the first vehicle control unit; After receiving and parsing the power-down request message, the first vehicle control unit sends a torque zeroing command to the first electric drive system integration unit to stop extracting the high-voltage DC power transmitted from the first high-voltage bus, so that the transmission current of the cross-vehicle unidirectional power sharing high-voltage circuit drops to a zero-level safe state. After the cross-vehicle unidirectional power sharing high-voltage topology is completely removed, the first vehicle control unit controls the active discharge circuit inside the first electric drive system integration unit to conduct, so as to consume the residual charge stored in the parasitic capacitor inside the first high-voltage bus.
[0016] This invention provides a battery sharing system and method for pure e-commerce commercial shipping vehicles. It has the following beneficial effects: 1. This invention constructs a cross-vehicle unidirectional power sharing high-voltage topology by adding a high-voltage management unit between the vehicle's original high-voltage power distribution unit and the electric drive system integration unit, and by using cross-vehicle wiring harnesses to connect the first vehicle and the second vehicle. This topology is logically interlocked with the original independent high-voltage power supply topology of the first vehicle. When power is supplied across vehicles, the main relay inside the first high-voltage power distribution unit is disconnected, safely isolating the first power battery. Thus, without damaging the original high-voltage electrical architecture of the vehicle, physical hardware connectivity and unidirectional high-voltage power transmission between the two vehicles are achieved.
[0017] 2. This invention uses a power sharing control unit as a cross-vehicle communication gateway to send a forced sleep command to the first battery management unit to stop native insulation detection, and sends virtual communication messages simulating normal operation to the first vehicle control unit. This control logic effectively avoids false alarms and bus ID conflicts caused by insulation leakage in the first vehicle due to external voltage injection, enabling the first vehicle to maintain normal vehicle operation control authority without triggering system fault codes when its own power battery is disconnected from the high-voltage bus.
[0018] 3. This invention designs the first high-voltage busbar as a parallel node network, enabling the high-voltage DC power received across vehicles to not only be delivered to the first electric drive system integration unit for vehicle propulsion, but also simultaneously distributed to the first DC-DC converter, the first power steering pump, and the first brake air pump. This structure ensures that even when the first vehicle is disconnected from its native power supply, it can still rely on the power from across vehicles to establish a 24V low-voltage network for the entire vehicle, maintain hydraulic steering assist force and air brake working pressure, thus preserving basic steering and braking safety during the dynamic driving process of the cross-vehicles. Attached Figure Description
[0019] Figure 1 This is a physical connection topology diagram of the pure e-commerce shipping vehicle power sharing system of the present invention; Figure 2 This is a high-voltage current path diagram for cross-vehicle unidirectional power sharing according to the present invention; Figure 3 This is a diagram of the control and communication network architecture of the present invention; Figure 4 This is a schematic diagram of the pure e-commerce shipping vehicle power sharing method of the present invention; Among them, solid lines without arrows represent the basic physical structural connections or high and low voltage electrical connections between the various components of the system.
[0020] The lines with arrows represent the dynamic movement of the system during operation; exist Figure 2 The line with the arrow in the middle represents the direction of high-voltage current flow and power transmission in the cross-vehicle one-way power sharing mode; exist Figure 3 The lines with arrows in the middle represent the direction of data interaction and transmission of control commands, trigger signals, and CAN communication messages. The dashed line marked with "×" represents electrical isolation in the high-voltage circuit, relay disconnection, or a state where the power supply circuit is not connected and the circuit is not in operation under the current working mode. Detailed Implementation
[0021] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0022] See Figures 1-3 This invention provides a pure e-commerce commercial vehicle power sharing system. In the original independent high-voltage power supply architecture of commercial vehicles, the power battery is directly connected to the input terminal of the original high-voltage power distribution unit. The original high-voltage power distribution unit is equipped with a main positive relay circuit and a pre-charge circuit in parallel, and together with the main negative relay, controls the switching of the power battery to the electric drive system integrated unit.
[0023] Based on the original architecture, this invention adds a high-voltage management unit between the high-voltage power distribution unit and the electric drive system integration unit. Specifically, this system includes: a first power battery, a second power battery, a first electric drive system integration unit (including a first traction motor), a first high-voltage bus, a first vehicle dashboard, a power sharing switch located in the driver's cabin of the first vehicle, a power sharing control unit located on the first vehicle, a first vehicle control unit, a first battery management unit, a first high-voltage power distribution unit (containing a first main positive relay, a first main negative relay, and a first pre-charge relay), a first high-voltage management unit, a second vehicle control unit, a second battery management unit, a second high-voltage power distribution unit (containing a second main positive relay, a second main negative relay, and a second pre-charge relay), a second high-voltage management unit, a cross-vehicle wiring harness connecting the first vehicle and the second vehicle (including a high-voltage positive cable, a high-voltage negative cable, and a low-voltage communication cable), a first DC-DC converter, a first vehicle accessory relay, a first power steering pump, and a first brake air pump.
[0024] In terms of physical connection topology, the positive and negative input terminals of the first high-voltage management unit are connected to the positive and negative output terminals of the first high-voltage power distribution unit, respectively, and its positive and negative output terminals are connected to the first electric drive system integration unit. Inside the first high-voltage management unit, there are a first power-sharing main positive relay and a first power-sharing main negative relay; the moving contact of the first power-sharing main positive relay is connected to the first high-voltage positive bus, and the stationary contact is connected to the positive interface of the cross-vehicle wiring harness; the two ends of the first power-sharing main negative relay are connected to the first high-voltage negative bus and the negative interface of the cross-vehicle wiring harness, respectively. The internal structure and connection method of the second high-voltage management unit are mirror images of the first high-voltage management unit, and it contains a second power-sharing main positive relay and a second power-sharing main negative relay.
[0025] Furthermore, the first high-voltage bus is a parallel node network, which not only connects to the input terminal of the first electric drive system integration unit, but also connects in parallel to the high-voltage input terminal of the first DC-DC converter, the high-voltage inverter input terminal of the first power steering pump, and the high-voltage inverter input terminal of the first brake air pump. Through the above connection structure, a first vehicle native independent high-voltage power supply topology, a second vehicle native independent high-voltage power supply topology, and a cross-vehicle unidirectional power sharing high-voltage topology are established within this system.
[0026] To further clarify the specific physical connections between the original and newly added architectures: the internal connection structure of the first high-voltage power distribution unit is as follows: the input terminal of the first main positive relay is connected to the positive terminal of the first power battery, and the output terminal is connected to the first high-voltage positive bus; the input terminal of the first main negative relay is connected to the negative terminal of the first power battery, and the output terminal is connected to the first high-voltage negative bus; the first pre-charge relay and the first pre-charge resistor are connected in series to form a pre-charge circuit, which is connected in parallel with the first main positive relay. Regarding the control circuit connections, the low-voltage control coils of the first power-sharing main positive relay and the first power-sharing main negative relay inside the first high-voltage management unit are both electrically connected to the drive signal output terminal of the power-sharing control unit through a low-voltage wiring harness. The internal electrical and control connection structures of the second high-voltage power distribution unit and the second high-voltage management unit are completely mirror images of the first vehicle.
[0027] The first vehicle's native independent high-voltage power supply topology and the cross-vehicle unidirectional power-sharing high-voltage topology are logically interlocked and do not conduct simultaneously. After receiving the trigger signal from the power-sharing switch, the power-sharing control unit sends a forced sleep command to the first battery management unit via the CAN communication bus. The first battery management unit disconnects the first main positive relay and the first main negative relay inside the first high-voltage distribution unit, stops the first vehicle's insulation detection, and enters deep sleep mode. At this time, the first power battery is disconnected from the first high-voltage bus. Subsequently, the power-sharing control unit sequentially controls the first power-sharing main positive relay and the first power-sharing main negative relay inside the first high-voltage management unit to close. Next, the power-sharing control unit sends a power supply command to the second vehicle control unit via CAN communication, causing the second power-sharing main positive relay and the second power-sharing main negative relay inside the second high-voltage management unit to close, and the second main positive relay and the second main negative relay inside the second high-voltage distribution unit to close. Finally, the power-sharing control unit sends a wake-up command to the first vehicle control unit, and the first vehicle control unit controls the first vehicle accessory relay to close, allowing the first vehicle to complete the low-voltage power-on of the entire vehicle and enter the cross-vehicle unidirectional power-sharing mode.
[0028] See Figure 1 and Figure 2 This invention provides a pure e-commerce commercial shipping vehicle power sharing system. The network architecture of the system includes a first vehicle native independent high-voltage power supply topology, a second vehicle native independent high-voltage power supply topology, and a cross-vehicle unidirectional power sharing high-voltage topology.
[0029] In the first vehicle's native independent high-voltage power supply circuit, the physical structure mainly includes a first power battery, a first high-voltage distribution unit, a first high-voltage positive bus, a first high-voltage negative bus, and a first electric drive system integration unit. Current flows out from the positive terminal of the first power battery, sequentially through the first main positive relay closed within the first high-voltage distribution unit, the first high-voltage positive bus, and the first electric drive system integration unit, then through the first high-voltage negative bus and the first main negative relay closed within the first high-voltage distribution unit, returning to the negative terminal of the first power battery. The second vehicle's native independent high-voltage power supply circuit follows the same principle, but the two have no physical connection and no electrical energy exchange.
[0030] In the cross-vehicle unidirectional power sharing high-voltage circuit, both the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit are disconnected. The physical structure of this cross-vehicle power supply circuit mainly includes: a second power battery, a second high-voltage power distribution unit, a second high-voltage management unit, a cross-vehicle wiring harness, a first high-voltage management unit, a first high-voltage bus, and a first electric drive system integration unit, a first DC-DC converter, and a high-voltage accessory pump body connected in parallel to the first high-voltage bus. The closed-loop current conduction path of this circuit is as follows: High-voltage direct current (VDC) is output from the positive terminal of the second power battery. This VDC flows sequentially through the second main positive relay (closed within the second high-voltage distribution unit), the second shared main positive relay (closed within the second high-voltage management unit), the high-voltage positive cable across the vehicle wiring harness, and the first shared main positive relay (closed within the first high-voltage management unit) before being transmitted to the first high-voltage positive bus. Subsequently, the VDC is distributed to the first electric drive system integration unit, the first DC-DC converter, and the high-voltage accessory pump, all connected in parallel with the first high-voltage bus. The current after power output flows into the first high-voltage negative bus and sequentially through the first shared main negative relay (closed within the first high-voltage management unit), the high-voltage negative cable across the vehicle wiring harness, the second shared main negative relay (closed within the second high-voltage management unit), and the second main negative relay (closed within the second high-voltage distribution unit), finally returning to the negative terminal of the second power battery. Through the control of this closed-loop current path, the operating states of the relays within the first high-voltage management unit and the relays within the first high-voltage distribution unit are logically interlocked, ensuring safe unidirectional power supply across vehicles.
[0031] See Figure 4 This invention, based on providing a battery sharing system for e-commerce commercial shipping vehicles, also provides a battery sharing method for e-commerce commercial shipping vehicles. The battery sharing method for e-commerce commercial shipping vehicles includes the following steps: S100, the power sharing switch sends a trigger signal to the power sharing control unit, and the power sharing control unit sends a forced sleep command to the first battery management unit. The first battery management unit controls the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit to disconnect, and stops the first vehicle insulation detection function and enters sleep mode. After confirming that the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit are disconnected, the power sharing control unit controls the first power sharing main positive relay and the first power sharing main negative relay inside the first high-voltage management unit to close in sequence. The power sharing control unit sends an external power supply request to the second vehicle control unit, and the second vehicle control unit controls the second power sharing main positive relay and the second power sharing main negative relay inside the second high-voltage management unit to close. The second vehicle control unit controls the second main positive relay and the second main negative relay inside the second high-voltage power distribution unit to close. The power sharing control unit sends a wake-up command to the first vehicle control unit, and the first vehicle control unit controls the first vehicle accessory relay to close, and at the same time controls the first DC-DC converter to establish a 24V low-voltage network. S200, the electrical energy output from the second power battery is transmitted to the first high-voltage management unit through the second high-voltage distribution unit and the second high-voltage management unit, and the first high-voltage management unit transmits the electrical energy to the first high-voltage bus. The first vehicle control unit relies on the received electrical energy to complete the first vehicle steering, braking and drive control. S300, the power sharing control unit sends a power-down command to the first vehicle control unit, and the first vehicle control unit disconnects the first vehicle accessory relay; the power sharing control unit sends a power-down request to the second vehicle control unit, and the second vehicle control unit controls the second main positive relay and the second main negative relay inside the second high-voltage power distribution unit to disconnect, and simultaneously controls the second power sharing main positive relay and the second power sharing main negative relay inside the second high-voltage management unit to disconnect; subsequently, the power sharing control unit controls the first power sharing main positive relay and the first power sharing main negative relay inside the first high-voltage management unit to disconnect; the power sharing control unit sends a wake-up command to the first battery management unit, and the first battery management unit restores the first vehicle insulation detection function, and simultaneously restores the control authority of the first main negative relay inside the first high-voltage power distribution unit.
[0032] The following section will explain the implementation steps of the battery sharing system and method for pure e-commerce shipping vehicles.
[0033] In one specific implementation, step S100 includes the following sub-steps: S101, initially, each control unit of the first and second vehicles is powered by its own native low-voltage battery. When the power sharing switch is closed, a duty cycle pulse width modulation trigger signal is sent to the power sharing control unit. Upon receiving the trigger signal, the power sharing control unit wakes up its internal controller. The power sharing control unit sends a forced sleep command to the first battery management unit via the CAN communication bus. This forced sleep command is an extended frame message carrying the highest priority identifier. The first battery management unit parses the extended frame message and executes the first vehicle's high-voltage isolation logic. Since the first and second vehicles are usually of the same model, direct physical connection to the underlying bus would lead to CAN message identifier (ID) conflicts and bus arbitration failures. Therefore, the power sharing control unit integrates multiple physically isolated CAN transceiver channels, each independently connected to the first vehicle network and the second vehicle network. The power sharing control unit acts as a cross-vehicle communication gateway, performing address mapping and ID rewriting logic on cross-vehicle interaction messages, achieving physical layer isolation between the two vehicle networks while implementing a handshake.
[0034] S102, the first battery management unit reads the current status feedback values of the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit, and cuts off the power supply to their drive coils. The contacts of the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit are disconnected. The first power battery is disconnected from the first high-voltage bus and stops supplying power to the first high-voltage bus. The first vehicle control unit controls the active discharge circuit inside the first electric drive system integration unit to conduct in order to discharge residual charge. The first battery management unit monitors the residual voltage at both ends of the first high-voltage bus. When the residual voltage drops to within the safety threshold, the first battery management unit generates a disconnection confirmation signal and sends it to the power sharing control unit.
[0035] S103, the first battery management unit stops the insulation detection function of the first vehicle. The original insulation detection function relies on injecting a DC detection voltage into the first high-voltage bus and collecting leakage current to calculate the insulation resistance. The insulation resistance calculation conforms to the following formula: ; In the formula, Represents insulation resistance; Represents the voltage of the first high-voltage bus; Represents leakage current; This represents the internal resistance of the sampling reference within the first battery management unit.
[0036] When the insulation detection function is in operation, the cross-vehicle unidirectional power-sharing high-voltage topology conduction can cause the second power battery to apply an external voltage to the first high-voltage bus. This voltage, superimposed on the first high-voltage bus, alters the leakage current value, leading to calculation errors and triggering an alarm. Therefore, the first battery management unit stops injecting detection voltage and shuts down its internal analog-to-digital conversion sampling channel. After sending a hibernation preparation completion message to the power-sharing control unit, the first battery management unit shuts down the system clock and enters a low-power standby mode. Once the first battery management unit confirms that it has stopped sending heartbeat messages, the power-sharing control unit takes over high-voltage network communication permissions within the threshold time for the first vehicle control unit to trigger a communication loss fault, and begins sending placeholder messages to the first vehicle control unit to prevent fault triggering.
[0037] S104, after receiving the hibernation preparation completion message and disconnection confirmation signal, the power sharing control unit initiates the first vehicle-side high-voltage channel closing procedure. The power sharing control unit outputs a low-level drive signal to the first high-voltage management unit, closing the first power sharing main negative relay inside the first high-voltage management unit, connecting the first high-voltage negative bus to the high-voltage negative cable of the cross-vehicle wiring harness. After the internal millisecond timer accumulates to 500ms, the power sharing control unit outputs a second drive signal, closing the first power sharing main positive relay inside the first high-voltage management unit, connecting the first high-voltage positive bus to the high-voltage positive cable of the cross-vehicle wiring harness. After the feedback status signal, the first vehicle-side receiving channel is established.
[0038] S105, after confirmation by the power sharing control unit, sends an external power supply request message to the second vehicle control unit via CAN communication. Upon receiving the message, the second vehicle control unit requests real-time status parameters of the second power battery from the second battery management unit. The second battery management unit verifies the state of charge and cell temperature and calculates the current maximum allowable discharge power. The calculation of the maximum allowable discharge power conforms to the following formula: ; In the formula, Represents the maximum allowable discharge power; This represents the rated discharge current of the second power battery. This represents the real-time terminal voltage of the second power battery. This represents the temperature derating factor. Specifically, the temperature derating factor... The second battery management unit uses real-time collected cell temperatures and internally preset temperature-power derating two-dimensional calibration MAP (lookup table) for interpolation, aiming to achieve a value close to zero under extreme conditions to protect the hardware. When the calculated maximum allowable discharge power exceeds the preset power supply threshold, a permission to discharge externally is sent to the second vehicle control unit.
[0039] S106, after receiving the command, the second vehicle control unit executes the second vehicle-side high-voltage channel closing procedure. It outputs a command to the second high-voltage management unit to close the internal second shared power main negative relay, followed by a 300ms delay before the second shared power main positive relay closes. Subsequently, it sends a command to the second high-voltage distribution unit, closing the internal second main negative relay, followed by the second pre-charge relay. The total equivalent capacitance after the cross-vehicle unidirectional shared power high-voltage topology is pre-configured by the power sharing control unit by reading the preset hardware parameters from the first electric drive system integration unit and sending them to the second vehicle control unit via the cross-vehicle CAN bus. The second vehicle control unit adaptively extends the pre-charge time threshold accordingly. Simultaneously, for the second pre-charge circuit without an independent current sensor, the second vehicle control unit indirectly calculates the pre-charge current using Ohm's law based on the real-time voltage rise slope of the high-voltage bus during the pre-charge phase, the second power battery terminal voltage, and the inherent resistance of the second pre-charge resistor, and performs discrete integration calculations in the time domain to obtain the accumulated heat integral value. When the accumulated heat integral value reaches the safety upper limit, pre-charge is interrupted for protection. When the output voltage of the second high-voltage management unit rises to more than 90% of the voltage of the second power battery, the second main positive relay inside the second high-voltage distribution unit closes and the second pre-charge relay disconnects. The cross-vehicle unidirectional power sharing high-voltage topology is fully connected, and the voltage of the second power battery is directly applied to both ends of the first high-voltage bus.
[0040] S107, after the topology is turned on, the first battery management unit is in sleep mode. The power sharing control unit generates the first power battery working status message (carrying the high voltage bus power-on ready flag and the available discharge power value) according to the preset communication matrix protocol, and sends it to the first vehicle control unit in a loop. The first vehicle control unit receives and verifies the flag.
[0041] S108, after the first vehicle control unit confirms the verification is successful, it determines that the first vehicle has the power supply conditions and issues a working command to the first DC-DC converter. The electrical energy transmitted from the first high-voltage bus enters the first DC-DC converter and is converted into 24V low-voltage DC power, which is then transmitted to the first vehicle's low-voltage power supply network. The output power of the first DC-DC converter is calculated according to the following formula: ; In the formula, This represents the output power of the first DC-DC converter; Represents the voltage of the first high-voltage bus; This represents the current input from the first high-voltage bus to the first DC converter; This represents the conversion efficiency of the first DC-DC converter.
[0042] S109, after the voltage of the low-voltage power supply network of the first vehicle reaches the set range, the first vehicle control unit controls the first vehicle accessory relay to close, and the low-voltage network distributes power to the first vehicle's instrument panel, first power steering pump, and first brake air pump. When the first vehicle control unit monitors the communication status of the low-voltage nodes of the entire vehicle and finds it normal, it releases the driving lock restriction of the first vehicle and sends a power-on completion message to the power sharing control unit, and the first vehicle enters the cross-vehicle one-way power sharing mode.
[0043] In one specific implementation, step S200 includes the following sub-steps: S201, the second main positive relay and the second main negative relay inside the second high-voltage power distribution unit are in the closed state, the second power battery outputs high-voltage DC power and transmits it to the second high-voltage management unit, the second power sharing main positive relay and the second power sharing main negative relay inside the second high-voltage management unit are closed, and the high-voltage DC power is transmitted to the cross-vehicle wiring harness.
[0044] S202, the cross-vehicle wiring harness transmits high-voltage direct current to the first high-voltage management unit. The first power-sharing main positive relay and the first power-sharing main negative relay within the first high-voltage management unit are closed, directly transmitting the received high-voltage direct current to the first high-voltage bus. At this time, the first main positive relay and the first main negative relay within the first high-voltage distribution unit are open, and the first high-voltage bus supplies power to the first electric drive system integration unit and the first DC-DC converter. The voltage received by the first high-voltage bus conforms to the formula: ; In the formula, This represents the voltage received by the first high-voltage bus. This represents the output voltage of the second high-voltage management unit; This represents the current transmitted across the vehicle wiring harness; This represents the equivalent resistance of the cross-vehicle wiring harness.
[0045] S203, the first electric drive system integration unit acquires electrical energy and executes the inverter operating logic. The second power battery, as the sole power supply source, injects electrical energy unidirectionally into the first high-voltage bus, and the first power battery disconnects from the first high-voltage bus. During the topology maintenance conduction period, the second battery management unit takes over and executes the real-time insulation detection function of the global high-voltage network. When the insulation resistance is detected to be lower than the safety margin, an emergency disconnection request is sent to the power sharing control unit.
[0046] S204, the first power battery is disconnected and the first battery management unit is in sleep mode. The power sharing control unit periodically sends analog communication messages to the first vehicle control unit (containing virtual terminal voltage, virtual current and virtual temperature values and check bits that conform to the underlying rules). Based on this, the first vehicle control unit determines that the high voltage network is normal and does not trigger a fault code, maintains the normal driving permission state and removes the torque limit of the first electric drive system integrated unit.
[0047] S205, the first vehicle control unit collects pedal signals inside the driver's cab, and distributes electrical energy to the first power steering pump and the first brake air pump according to the signals, establishing hydraulic steering assist force and air brake working pressure, so that the first vehicle can obtain independent steering and braking capabilities when it has no original power supply.
[0048] S206, the first vehicle control unit converts the pedal signal into a target torque command and issues it after derating the received available discharge power value as an upper limit boundary condition. The first electric drive system integration unit draws high-voltage DC power from the first high-voltage bus and inverts it to drive the first traction motor to output mechanical kinetic energy. The available mechanical output power of the first electric drive system integration unit is calculated according to the formula: ; In the formula, This represents the available mechanical output power of the first electric drive system integrated unit; This represents the voltage received by the first high-voltage bus. The high-voltage direct current extraction current represents the target torque requirement. This represents the working efficiency of the first traction motor. The first vehicle relies on the kinetic energy output from the first electric drive system integrated unit to pull the second vehicle forward in sync, completing a closed loop of dynamic driving action.
[0049] In one specific implementation, step S300 includes the following sub-steps: S301, when the power sharing switch is in the off state, the power sharing control unit confirms the end of the task and starts the exit procedure, stops sending working status messages to the first vehicle control unit, and generates a first power battery power-off request message carrying a high voltage cut-off warning flag and sends it to the first vehicle control unit.
[0050] S302, the first vehicle control unit receives and parses the warning flag and initiates the standard power-down sequence: sends a torque zeroing command to the first electric drive system integration unit to stop drawing high-voltage DC power; sends a stop command to the first DC converter; disconnects the first vehicle accessory relay and stops distributing power to the first power steering pump and the first brake air pump.
[0051] S303, following the zero-current safety disconnection principle, the power sharing control unit sends a request message to the second vehicle control unit to stop external power supply. The second vehicle control unit controls the second main positive relay and the second main negative relay inside the second high-voltage power distribution unit to disconnect; subsequently, it controls the second power sharing main positive relay and the second power sharing main negative relay inside the second high-voltage management unit to disconnect, stopping the output of high-voltage DC power to the cross-vehicle wiring harness.
[0052] S304, after confirming that the second vehicle-side channel is disconnected and the cross-vehicle wiring harness has no voltage, the power sharing control unit initiates the first vehicle-side receiving channel disconnection procedure. It controls the first power sharing main positive relay inside the first high-voltage management unit to disconnect, and after a 100ms timer, controls the first power sharing main negative relay to disconnect, thus disconnecting the first high-voltage bus from the cross-vehicle wiring harness and achieving zero-current, no-load disconnection. The first and second vehicles return to their independent states.
[0053] S305, after topology removal, the first vehicle control unit controls the active discharge circuit inside the first electric drive system integrated unit to conduct, consuming the residual charge of the parasitic capacitance of the first high-voltage bus. The active discharge calculation of the first high-voltage bus voltage conforms to the formula: ; In the formula, This represents the real-time voltage of the first high-voltage bus during the discharge phase. This represents the active discharge of the initial voltage of the first high-voltage bus. Represents the duration of active discharge; Represents the equivalent resistance of the active discharge circuit; This represents the equivalent capacitance of the first high-voltage bus.
[0054] S306, when the real-time voltage of the first vehicle control unit during the discharge phase drops to within the 60V safety limit, it completes internal data storage and enters sleep mode without generating fault codes, thus completing the unloading of the first vehicle's load.
[0055] S307, the power sharing control unit generates a network wake-up message and sends it to the first battery management unit in a loop. The main control chip of the first battery management unit exits the low-power standby mode, exits the hibernation state, and resumes the function of sending status messages to the outside world.
[0056] S308, the first battery management unit restarts the first vehicle insulation detection function, re-injects the detection voltage, and measures the leakage current. The first insulation state safety determination conforms to the formula: ; In the formula, This represents the safety insulation resistance assessment value; Represents the real-time measured insulation resistance value (i.e., the aforementioned) ); This represents the system insulation safety margin factor. When the safety insulation resistance value exceeds the preset alarm threshold, the historical data of the shielding is cleared and the flag is reset.
[0057] S309, the first battery management unit regains control of the first main negative relay within the first high-voltage power distribution unit. The power sharing control unit cuts off its internal power and enters sleep mode. When the first vehicle control unit receives a normal power-on signal, it sends a high-voltage power-on request to the first battery management unit. The first battery management unit responds to the request by controlling the closure of the first main negative relay and the first pre-charge relay. After the voltage reaches the target, it closes the first main positive relay and disconnects the first pre-charge relay. The first power battery is connected to the input terminal of the first high-voltage power distribution unit, and the original independent high-voltage power supply topology of the first vehicle is reconstructed.
Claims
1. A battery sharing system for shipping vehicles used exclusively in e-commerce, characterized in that, include: The first power battery, the first high-voltage power distribution unit, the first high-voltage management unit and the first electric drive system integration unit are connected in sequence to form the first vehicle's native independent high-voltage power supply topology. A first high-voltage bus is provided between the first high-voltage management unit and the first electric drive system integration unit. The second power battery, the second high-voltage power distribution unit, the second high-voltage management unit and the second electric drive system integration unit are connected in sequence to form the second vehicle's native independent high-voltage power supply topology; A cross-vehicle wiring harness is used to connect the first high-voltage management unit and the second high-voltage management unit; A power sharing control unit, a power sharing switch electrically connected to the power sharing control unit, a first battery management unit, and a second vehicle control unit; The power sharing control unit is used to, after receiving the trigger signal sent by the power sharing switch, instruct the first battery management unit to control the first high-voltage power distribution unit to disconnect and control the first high-voltage management unit to close, and instruct the second vehicle control unit to control the second high-voltage power distribution unit and the second high-voltage management unit to close, so that the cross-vehicle wiring harness connects the second high-voltage management unit and the first high-voltage management unit to form a cross-vehicle unidirectional power sharing high-voltage topology.
2. The pure e-commerce commercial shipping vehicle power sharing system according to claim 1, characterized in that, The first high-voltage management unit is internally equipped with a first power-sharing main positive relay and a first power-sharing main negative relay; Wherein, the two ends of the first power sharing main positive relay are respectively connected to the first high voltage positive bus and the high voltage positive cable of the cross-vehicle wiring harness, and the two ends of the first power sharing main negative relay are respectively connected to the first high voltage negative bus and the high voltage negative cable of the cross-vehicle wiring harness. The second high-voltage management unit is internally equipped with a second power-sharing main positive relay and a second power-sharing main negative relay; Wherein, the two ends of the second power sharing main positive relay are respectively connected to the second high voltage positive bus and the high voltage positive cable of the cross-vehicle wiring harness, and the two ends of the second power sharing main negative relay are respectively connected to the second high voltage negative bus and the high voltage negative cable of the cross-vehicle wiring harness. The first high-voltage power distribution unit is equipped with a first main positive relay and a first main negative relay. The first main positive relay is connected to the positive terminal of the first power battery and the first high-voltage positive busbar at both ends, and the first main negative relay is connected to the negative terminal of the first power battery and the first high-voltage negative busbar at both ends. The second high-voltage power distribution unit is equipped with a second main positive relay and a second main negative relay. The two ends of the second main positive relay are respectively connected to the positive terminal of the second power battery and the second high-voltage positive bus, and the two ends of the second main negative relay are respectively connected to the negative terminal of the second power battery and the second high-voltage negative bus.
3. A pure e-commerce commercial shipping vehicle power sharing system according to claim 2, characterized in that, In the first vehicle native independent high-voltage power supply topology, the first power battery supplies electrical energy to the first electric drive system integration unit, and the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit are in a closed state. In the cross-vehicle unidirectional power sharing high-voltage topology, the first main positive relay and the first main negative relay inside the first high-voltage distribution unit are both disconnected, the second power sharing main positive relay and the second power sharing main negative relay inside the second high-voltage management unit are closed, and the first power sharing main positive relay and the first power sharing main negative relay inside the first high-voltage management unit are closed. The first vehicle's native independent high-voltage power supply topology and the cross-vehicle unidirectional power sharing high-voltage topology are logically interlocked and do not conduct at the same time. A first DC converter, a first power steering pump and a first brake air pump are connected in parallel on the first high-voltage bus.
4. A pure e-commerce commercial shipping vehicle power sharing system according to claim 3, characterized in that, The system also includes a first vehicle control unit and a second battery management unit; The power sharing control unit establishes CAN communication connections with the first vehicle control unit, the first battery management unit, the second vehicle control unit, and the second battery management unit, respectively. The power sharing control unit sends a forced sleep command to the first battery management unit, and the first battery management unit disconnects the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit.
5. A method for sharing battery power in shipping vehicles used in pure e-commerce, characterized in that, The battery sharing system for pure e-commerce shipping vehicles as described in any one of claims 1-4 includes the following steps: In response to the trigger signal of the power sharing switch, the power sharing control unit sends a forced hibernation command to the first battery management unit, controlling the first power battery to disconnect from the first high-voltage bus, so that the high-voltage circuit on the first power battery side enters a hibernation isolation state. The power sharing control unit sequentially coordinates with the control logic of the second vehicle side and the first vehicle side to close the corresponding relays in the second high-voltage management unit and the first high-voltage management unit, so as to conduct the cross-vehicle unidirectional power sharing high-voltage topology. The second power battery outputs electrical energy and transmits it unidirectionally to the first high-voltage bus via the cross-vehicle unidirectional power sharing high-voltage topology. The first high-voltage bus distributes the electrical energy to the first electric drive system integration unit and other high-voltage electrical accessories. The first vehicle relies on the received electrical energy to maintain the operation of the vehicle's low-voltage network and complete the corresponding vehicle control. In response to the power sharing end signal, the power sharing control unit executes a power-down sequence to control the corresponding relays in the second high-voltage management unit and the first high-voltage management unit to disconnect the cross-vehicle unidirectional power sharing high-voltage topology.
6. A method for sharing battery power in a pure e-commerce shipping vehicle according to claim 5, characterized in that, The step of disconnecting the first power battery from the first high-voltage bus, causing the high-voltage circuit on the first power battery side to enter a dormant isolation state, includes: The first battery management unit cuts off the power supply to the drive coils of the first main positive relay and the first main negative relay inside the first high-voltage power distribution unit, the first power battery stops supplying power to the first high-voltage bus, and the first vehicle control unit controls the active discharge circuit connected in parallel to both ends of the first high-voltage bus inside the first electric drive system integration unit to conduct, so as to discharge the residual charge of the first high-voltage bus. The first battery management unit monitors the residual voltage at both ends of the first high-voltage bus. When the residual voltage drops to within the safety threshold, it generates a disconnection confirmation signal and sends it to the power sharing control unit to trigger the power sharing control unit to start the cross-vehicle passage closure procedure. The first battery management unit disables the first vehicle insulation detection function, stops injecting detection voltage into the first high-voltage bus, and closes the internal analog-to-digital conversion sampling channel.
7. A method for sharing battery power in a pure e-commerce shipping vehicle according to claim 6, characterized in that, Closing the corresponding relays in the second high-voltage management unit and the first high-voltage management unit includes: After receiving the disconnection confirmation signal, the power sharing control unit outputs a drive signal to the first high-voltage management unit, which sequentially closes the first power sharing main negative relay and the first power sharing main positive relay inside the first high-voltage management unit, thus completing the establishment of the first vehicle-side receiving channel. The power sharing control unit sends an external power supply request message to the second vehicle control unit; The second battery management unit verifies the state of charge and cell temperature of the second power battery, and calculates the current maximum allowable discharge power based on the rated discharge current, real-time terminal voltage and temperature derating factor corresponding to the cell temperature of the second power battery. When the maximum allowable discharge power exceeds the preset power supply threshold, a command to allow external discharge is sent to the second vehicle control unit.
8. A method for sharing battery power in a pure e-commerce shipping vehicle according to claim 7, characterized in that, After sending the command to permit external discharge, the following is also included: The second vehicle control unit outputs a drive command to the second high-voltage management unit, which sequentially closes the second power-sharing main negative relay and the second power-sharing main positive relay inside the second high-voltage management unit; The second vehicle control unit controls the second main negative relay and the second pre-charge relay inside the second high-voltage power distribution unit to close sequentially. The second vehicle control unit monitors the output voltage of the second high-voltage management unit. When the output voltage rises to a preset ratio, it controls the closing of the second main positive relay inside the second high-voltage power distribution unit and disconnects the second pre-charge relay.
9. A method for sharing battery power in a pure e-commerce shipping vehicle according to claim 5, characterized in that, The first vehicle relies on received electrical energy to maintain the operation of the vehicle's low-voltage network and complete corresponding vehicle control, including: When the first battery management unit is in sleep mode, the power sharing control unit sends virtual communication messages simulating the normal operating state of the first power battery to the first vehicle control unit at fixed time intervals. The first vehicle control unit determines that the high-voltage network power supply status is normal based on the virtual communication message and releases the torque output limit of the first electric drive system integration unit. The first vehicle control unit collects the accelerator pedal opening signal and brake pedal travel signal inside the driver's cab of the first vehicle in real time, converts the accelerator pedal opening signal into a target torque command and sends it to the first electric drive system integration unit. The first electric drive system integration unit extracts high-voltage DC power transmitted across the vehicle from the first high-voltage bus according to the target torque command, and uses it to drive the first traction motor inside to output mechanical kinetic energy to pull the first vehicle to move. The first high-voltage bus also distributes electrical energy to the first DC converter, the first power steering pump and the first brake air pump connected in parallel thereto. The first DC converter converts high-voltage electricity into low-voltage electricity to maintain the low-voltage network of the first vehicle. The first vehicle relies on the received electrical energy to complete steering and braking control.
10. A method for sharing battery power in a pure e-commerce shipping vehicle according to claim 5, characterized in that, The execution of the power-down sequence includes: Before disconnecting the cross-vehicle unidirectional power sharing high-voltage topology, the power sharing control unit sends a first power battery power-off request message to the first vehicle control unit; After receiving and parsing the power-down request message, the first vehicle control unit sends a torque zeroing command to the first electric drive system integration unit to stop extracting the high-voltage DC power transmitted from the first high-voltage bus, so that the transmission current of the cross-vehicle unidirectional power sharing high-voltage circuit drops to a zero-level safe state. After the cross-vehicle unidirectional power sharing high-voltage topology is completely removed, the first vehicle control unit controls the active discharge circuit inside the first electric drive system integration unit to conduct, so as to consume the residual charge stored in the parasitic capacitor inside the first high-voltage bus.