Multi-vehicle charging and discharging device

Abstract

The embodiment of the application provides a kind of multi-vehicle charging and discharging device, it is related to electric power transmission technical field.The two control boxes respectively electrically connected with electric vehicle and discharging vehicle are arranged, and a plurality of connectors connecting the two control boxes are arranged, wherein the plug of the connector is fixedly connected with the corresponding control box, and a plurality of locking mechanisms are arranged on the plug, and the plug is locked by the plurality of locking mechanisms after being fixedly connected with the control box, the stability of the connection between the plug and the control box can be enhanced by the locking effect of the plurality of locking mechanisms, effectively resisting the influence of mechanical vibration on the connection part during vehicle driving, avoiding accidental disconnection of the connection, thereby solving the problem that discharging cannot be performed during vehicle driving in the prior art, and achieving stable transmission of electric energy in driving state.

Description

Technical Field

[0001] This application relates to the field of power transmission technology, and in particular to a multi-vehicle charging and discharging device. Background Technology

[0002] In freight transportation, a multi-vehicle collaborative transport model is commonly used. Multiple vehicles work together to perform the transport task. After the task is completed, the auxiliary transport vehicle is loaded onto the main transport vehicle and transported back. During the return trip, the main transport vehicle may run out of power. Power can be transferred from the auxiliary transport vehicle to the main transport vehicle to ensure its continuous and stable operation.

[0003] In existing technologies, the auxiliary transport vehicle discharges the main transport vehicle by using bidirectional DC-DC converters equipped on both the main and auxiliary transport vehicles. This is combined with the charging and discharging interfaces on both vehicles to establish an electrical connection between them, transferring the energy from the auxiliary transport vehicle's battery to the main transport vehicle's battery, thus achieving energy transfer between the two vehicles.

[0004] However, existing technologies have the problem of not being able to discharge while the vehicle is in motion. This is because mechanical vibrations during vehicle movement reduce the stability of the discharge interface connection, making it prone to accidental disconnection, which in turn prevents normal discharge during driving. Utility Model Content

[0005] This application provides a multi-vehicle charging and discharging device to solve the problem in the prior art that it is impossible to discharge while the vehicle is in motion.

[0006] In a first aspect, embodiments of this application provide a multi-vehicle charging and discharging device, including: a first control box, a second control box, and multiple connectors;

[0007] Each of the connectors includes a first plug, a second plug, and a cable, wherein the first plug and the second plug are both fixedly connected to the cable;

[0008] The first plug is fixedly connected to the first control box, and the second plug is fixedly connected to the second control box;

[0009] The first plug is provided with a plurality of first locking mechanisms, and the second plug is provided with a plurality of second locking mechanisms. The plurality of first locking mechanisms are used to lock the first plug after it is fixedly connected to the first control box, and the plurality of second locking mechanisms are used to lock the second plug after it is fixedly connected to the second control box.

[0010] The first control box is electrically connected to the electric vehicle, the second control box is electrically connected to the electric vehicle, and the plurality of connectors are used to transmit electrical energy from the electric vehicle to the electric vehicle.

[0011] In one possible design, the first control box is provided with a first socket, the second control box is provided with a second socket, the first plug is fixedly connected to the first socket, and the second plug is fixedly connected to the second socket.

[0012] In one possible design, at one end of the first plug, the plurality of first locking mechanisms include a rotating handle and a locking pin. The rotating handle is provided with two locking blocks, which are respectively located on both sides of the first plug. The two locking blocks are rotatably connected to the side wall of the first plug. Both side walls of the first socket are provided with locking pins. Each locking block is provided with a groove for inserting each locking pin. The groove includes an opening groove, a transition groove, and a locking groove that are connected in sequence. The locking pin is used to pass through the opening groove and the transition groove in sequence and then insert into the locking groove.

[0013] In one possible design, the first plug is provided with a fixing member for fixing the rotating handle. The fixing member includes a fixing block and a guide rail. The guide rail is disposed on the first plug. The fixing block is slidably connected to the guide rail. The side wall of the rotating handle is provided with a fixing groove for the fixing block to be inserted.

[0014] In one possible design, a screw is rotatably connected to the rotating handle, a through hole is provided on the side wall of the fixing block, a fixing hole is provided on the first plug, and the screw passes through the through hole and is threaded to the wall of the fixing hole.

[0015] In one possible design, the screw includes a screw head and a screw shank, which are fixedly connected. The rotating handle is provided with a connecting groove and a rectangular insertion groove. The screw shank is used to be inserted into the connecting groove after being interference-fitted into the rectangular insertion groove. When the fixing block is inserted into the fixing groove, the screw head is used to drive the screw shank to be inserted into the connecting groove, the through hole, and the fixing hole. The diameter of the screw shank is greater than the width of the rectangular insertion groove.

[0016] In one possible design, the first plug is provided with a first limiting seat and a second limiting seat, both of which are fixedly connected to the first plug. The fixing block is provided with a first sliding groove and a second sliding groove. The first limiting seat is slidably connected to the first sliding groove, and the second limiting seat is slidably connected to the second sliding groove. The first limiting seat and the second limiting seat are used to limit the trajectory of the fixing block.

[0017] In one possible design, the first socket includes a first housing, a first signal pin, and a DC power interface;

[0018] The first housing is fixedly connected to the first control box, and the first signal pin and the DC power interface are both fixedly connected to the first housing.

[0019] The cable includes an outer sheath, a power line, and a signal line. The power line and the signal line are both fixedly connected to the outer sheath. The power line is electrically connected to the DC power interface, and the signal line is communicatively connected to the first signal pin. A shielding layer is provided between the power line and the signal line to reduce electromagnetic interference caused by the power line to the signal line.

[0020] In one possible design, the first control box is provided with a first limiting block, and the second control box is provided with a second limiting block. The first limiting block is used to limit the connection path between the first plug and the first socket, and the second limiting block is used to limit the connection path between the second plug and the second socket.

[0021] In one possible design, the second control box further includes a socket and multiple cables, the socket being communicatively connected to the discharge vehicle and the multiple cables being electrically connected to the discharge vehicle.

[0022] In one possible design, the first control box is provided with a plurality of first mounting feet, and the second control box is provided with a plurality of second mounting feet. The first control box is fixedly connected to the electric vehicle through the plurality of first mounting feet, and the second control box is fixedly connected to the electric vehicle through the plurality of second mounting feet.

[0023] In one possible design, each of the connectors is provided with a first temperature sensor, which is used to detect the temperature of each connector and send a second alarm signal to the electric vehicle and the discharging vehicle when the temperature of each connector is greater than a preset first temperature threshold.

[0024] The first control box is equipped with a second temperature sensor, which is used to detect the temperature of the first control box and send a third alarm signal to the electric vehicle and the discharge vehicle when the temperature of the first control box is greater than a preset second temperature threshold.

[0025] In one possible design, the first control box includes a controller, a fuse, and a circuit breaker. The controller detects the current in the first control box and blows the fuse when the current exceeds a preset first current threshold. The controller is also configured to disconnect the circuit breaker when the current exceeds a preset second current threshold but is less than the first current threshold, wherein the first current threshold is greater than the second current threshold.

[0026] This application provides a multi-vehicle charging and discharging device, which consists of two control boxes electrically connected to a power-consuming vehicle and a power-discharging vehicle, and multiple connectors connecting the two control boxes. The plugs of the connectors are fixedly connected to the corresponding control boxes, and the plugs are equipped with multiple locking mechanisms. After the plugs are fixedly connected to the control boxes, the plugs are locked by the multiple locking mechanisms. This structure can enhance the stability of the connection between the plugs and the control boxes by means of the locking effect of the multiple locking mechanisms, effectively resist the influence of mechanical vibration on the connection parts during vehicle operation, and avoid the situation of accidental disconnection. Thus, it solves the problem that the prior art cannot discharge during vehicle operation and realizes stable power transmission in the driving state. Attached Figure Description

[0027] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0028] Figure 1 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 1 ;

[0029] Figure 2 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 2 ;

[0030] Figure 3 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 3 ;

[0031] Figure 4 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 4 ;

[0032] Figure 5 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 5 ;

[0033] Figure 6 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 6 ;

[0034] Figure 7 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 7 .

[0035] Explanation of reference numerals in the attached figures:

[0036] 100 - First control box;

[0037] 101 - First Socket;

[0038] 1011 - Locking Post;

[0039] 1012 - First shell;

[0040] 1013 - First signal needle;

[0041] 1014 - DC power interface;

[0042] 102 - First limit block;

[0043] 103 - First mounting pin;

[0044] 200 - Second control box;

[0045] 201 - Second socket;

[0046] 202 - Second limit block;

[0047] 203-Socket;

[0048] 204-cable;

[0049] 205 - Second mounting pin;

[0050] 300-Connector;

[0051] 301 - First Plug;

[0052] 3011 - Fasteners;

[0053] 30111-Fixing Block;

[0054] 301111 - Through hole;

[0055] 30112 - Guide rail;

[0056] 3013 - Fixing hole;

[0057] 3014 - First Limiting Seat;

[0058] 3015 - Second Limiting Seat;

[0059] 302 - Second plug;

[0060] 303-Cable;

[0061] 400 - First locking mechanism;

[0062] 401 - Rotate the handle;

[0063] 4011 - Locked Block;

[0064] 40111 - Groove;

[0065] 401111 - Opening groove;

[0066] 401112 - Transition groove;

[0067] 401113 - Locking slot;

[0068] 4012 - Fixing slot;

[0069] 4013 - Screws;

[0070] 4014 - Connection slot;

[0071] 4015 - Rectangular Insert Slot;

[0072] 40131 - Screw head;

[0073] 40132 - Screw rod;

[0074] 402 - Rotary Column;

[0075] 500 - Second locking mechanism.

[0076] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0077] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0078] In the embodiments of this application, the terms "first" and "second" are used to distinguish identical or similar items with substantially the same function and effect. For example, "first chip" and "second chip" are merely used to distinguish different chips and do not limit their order. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply that they are different. It should be noted that in the embodiments of this application, the words "exemplary" or "for example" are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design scheme described as "exemplary" or "for example" in this application should not be construed as being better or more advantageous than other embodiments or design schemes. Specifically, the use of the words "exemplary" or "for example" is intended to present the relevant concepts in a specific manner. In the embodiments of this application, "at least one" means one or more, and "more than one" means two or more.

[0079] It should be noted that the phrase "at...time" in the embodiments of this application can refer to the instant at which a certain situation occurs, or to a period of time after the occurrence of a certain situation; the embodiments of this application do not specifically limit this. Furthermore, the multi-vehicle charging and discharging device provided in the embodiments of this application is merely an example, and the multi-vehicle charging and discharging device may include more or fewer components.

[0080] To facilitate a clear description of the technical solutions in the embodiments of this application, some terms and technologies involved in the embodiments of this application will be briefly introduced below:

[0081] Locking mechanism: A device that achieves fixed position or restricted movement through mechanical, electromagnetic or hydraulic means. Its core function is to prevent relative displacement or rotation between two or more components under specific conditions, and to ensure that the system remains stable under stress.

[0082] A grating sensor is a device that achieves high-precision deformation measurement based on the principle of optical gratings. Its core components include a grating ruler, a light source, and a photodetector. During operation, the light source illuminates the grating ruler, and the grating lines of the fixed and moving rulers overlap to form periodic moiré fringes. When the object being measured undergoes deformation such as stretching, compression, or bending, it causes a slight displacement of the moving ruler relative to the fixed ruler, resulting in a change in the spacing or position of the moiré fringes. The photodetector captures this fringe change and converts it into an electrical signal. The signal processing module then calculates the signal to accurately output the degree of deformation of the object.

[0083] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0084] The technical solutions of this application will be described in detail below with reference to specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0085] To clearly understand the technical solution of this application, the solutions of existing technologies will first be described in detail. In freight transportation, a multi-vehicle cooperative transportation mode is typically adopted. Multiple vehicles jointly perform the transportation task, and after the task is completed, the auxiliary transport vehicle is loaded onto the main transport vehicle and transported back. During the return trip, the main transport vehicle may run out of power; therefore, power can be transferred from the auxiliary transport vehicle to the main transport vehicle to ensure its continuous and stable operation.

[0086] In existing technologies, the auxiliary transport vehicle discharges energy to the main transport vehicle. This typically involves using bidirectional DC-DC converters on both vehicles, combined with their charging / discharging interfaces, to establish an electrical connection between them. This transfers energy from the auxiliary vehicle's battery to the main vehicle's battery, achieving energy transfer between the two vehicles. However, during vehicle operation, mechanical vibrations can reduce the stability of the discharge interface connection, easily leading to unexpected disconnections and preventing normal discharge while the vehicle is in motion. Therefore, existing technologies suffer from the inability to discharge while the vehicle is in motion.

[0087] Therefore, addressing the issue of existing technologies failing to discharge during vehicle operation, the research revealed that to solve this problem, the vibration resistance of the discharge connection can be enhanced and a redundant power transmission design can be introduced to resolve the issue of easy disconnection of the discharge connection due to mechanical vibration during vehicle operation: ① By integrating multi-level locking and vibration buffering functions, a composite structure combining mechanical locking and flexible buffering can be designed at the connection point between the discharge connection interface and the vehicle. This prevents the plug and interface from loosening due to vibration through multiple locking mechanisms, and absorbs the vibration energy generated during driving through buffer components, reducing the direct impact of vibration on the connection point and improving connection stability from a passive protection perspective. ② A multi-channel parallel discharge connection system can be constructed, setting at least two independent discharge transmission paths between the power-consuming vehicle and the discharge vehicle. Each path is equipped with a complete connection interface, locking mechanism, and status detection module. When a connection abnormality occurs in one path due to vibration, other normal paths can still continue power transmission, while triggering the protection mechanism of the abnormal path. Path redundancy ensures uninterrupted discharge transmission, avoiding the risk of single-point failure from the perspective of transmission reliability.

[0088] Specifically, a composite structure combining multiple mechanical locking mechanisms and flexible buffer components can be designed at the connection point between the discharge interface and the vehicle. Multiple locking mechanisms can prevent the plug from becoming loose due to vibration, while the buffer components can absorb the energy of driving vibrations and reduce the impact on the connection points. At the same time, at least two independent power transmission channels can be constructed between the two vehicles. Each channel is equipped with a complete connection interface, locking mechanism, and status monitoring unit. When a connection abnormality occurs in a certain channel due to vibration, the system can detect it in real time and continue to transmit power through other normal channels, while simultaneously triggering the protection mechanism of the abnormal channel. From the dual dimensions of passive vibration resistance and active redundancy backup, the interference of mechanical vibration on the discharge connection during driving is offset, thereby achieving stable discharge under driving conditions.

[0089] This application provides a multi-vehicle charging and discharging device, which includes two control boxes electrically connected to a power-consuming vehicle and a power-discharging vehicle, and multiple connectors connecting the two control boxes. The connector plugs are fixedly connected to their respective control boxes, and each plug has multiple locking mechanisms. After the plug is fixedly connected to the control box, the plug is locked by the multiple locking mechanisms. This structure enhances the stability of the connection between the plug and the control box by using the locking effect of the multiple locking mechanisms, effectively resists the influence of mechanical vibration on the connection during vehicle operation, and avoids accidental disconnection. This solves the problem of not being able to discharge during vehicle operation in the prior art and achieves stable power transmission during driving.

[0090] Based on the above-mentioned inventive discovery, the technical solution of this application is proposed.

[0091] The embodiments of this application are described below with reference to the accompanying drawings.

[0092] Figure 1 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 1 , Figure 2 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 2 , Figure 3 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 3 , Figure 4 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 4 , Figure 5 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 5 , Figure 6 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 6 , Figure 7 A schematic diagram of the structure of the multi-vehicle charging and discharging device provided in the embodiments of this application. Figure 7 .like Figures 1 to 7 As shown, in this embodiment, the multi-vehicle charging and discharging device includes: a first control box 100, a second control box 200, and multiple connectors 300.

[0093] Specifically, the first plug 301 of each connector 300 can be fixedly connected to the first control box 100, and the second plug 302 of each connector 300 can be fixedly connected to the second control box 200. Both the first plug 301 and the second plug 302 of each connector 300 are fixedly connected to their respective cables 303. After the first plug 301 is fixedly connected to the first control box 100, it is locked by multiple first locking mechanisms 400. Similarly, after the second plug 302 is fixedly connected to the second control box 200, it is locked by multiple second locking mechanisms 500. The head 302 is used to connect the various components of the multi-vehicle charging and discharging device. This connection can be used to construct multiple power transmission paths from the discharging vehicle through the second control box 200, the second plug 302, the cable 303, the first plug 301, the first control box 100 to the power-consuming vehicle. At the same time, multiple first locking mechanisms 400 and multiple second locking mechanisms 500 respectively strengthen the vibration resistance and stability of the connection between the first plug 301 and the first control box 100, and the second plug 302 and the second control box 200, so as to prevent the connection from being accidentally disconnected due to mechanical vibration during vehicle operation, thereby ensuring the stable transmission of power during driving.

[0094] Each connector 300 includes a first plug 301, a second plug 302, and a cable 303, with the first plug 301 and the second plug 302 being fixedly connected to the cable 303.

[0095] Specifically, for each connector 300, the conductive terminals of its first plug 301 can be fixedly connected to one end of the cable 303 using metal welding or high-strength insulating crimping. Simultaneously, the conductive terminals of its second plug 302 can be fixedly connected to the other end of the cable 303 using the same specification. Furthermore, the connection points between the first plug 301 and the cable 303, and between the second plug 302 and the cable 303, are wrapped with an insulating protective layer and fitted with a shock-absorbing reinforcement sleeve. This ensures that a stable mechanical connection is formed between the first plug 301, the second plug 302, and the cable 303, while maintaining reliable electrical conductivity. This connection relationship allows for the secure connection of each connector. The connector 300 establishes an independent power transmission channel, allowing the second control box 200 on the discharge vehicle side to receive power through the second plug 302 and transmit it to the first plug 301 via the cable 303. The first plug 301 then transmits the power to the first control box 100 on the power-consuming vehicle side. At the same time, the stable connection structure can work with multiple first locking mechanisms 400 on the first plug 301 and multiple second locking mechanisms 500 on the second plug 302 to jointly resist mechanical vibrations during vehicle operation, prevent the cable 303 from loosening at the plug connection point and causing power transmission interruption, and ensure the overall power transmission stability of the multi-vehicle charging and discharging device.

[0096] The first plug 301 is fixedly connected to the first control box 100, and the second plug 302 is fixedly connected to the second control box 200.

[0097] Specifically, a connection interface adapted to the structure of the first plug 301 can be provided on the first control box 100. A positioning pin or guide groove is preset at the interface to ensure accurate docking. After the first plug 301 is inserted into the interface, it is engaged, tightened or fastened by multiple first locking mechanisms 400 on the first plug 301 with the locking groove or locking platform at the interface of the first control box 100, thereby achieving a fixed connection between the first plug 301 and the first control box 100. At the same time, a connection interface adapted to the second plug 302 can be provided on the second control box 200. A positioning guide structure is also provided at the interface. After the second plug 302 is inserted into the interface, it is locked by multiple second locking mechanisms 500 on the second plug 302 with the locking structure at the interface of the second control box 200, thereby achieving a fixed connection between the second plug 302 and the second control box 200. This connection provides a stable intermediate channel for power transmission, allowing the power from the discharging vehicle to be transmitted through the second control box 200 to the second plug 302, then through the cable 303 and the first plug 301 to the first control box 100, and finally to the power-consuming vehicle. At the same time, the locking effect of the first locking mechanism 400 and the second locking mechanism 500 strengthens the vibration resistance of the connection between the first plug 301 and the first control box 100, and between the second plug 302 and the second control box 200, preventing mechanical vibration during vehicle operation from causing the connection to loosen and ensuring uninterrupted power transmission.

[0098] The first plug 301 is provided with a plurality of first locking mechanisms 400, and the second plug 302 is provided with a plurality of second locking mechanisms 500. The plurality of first locking mechanisms 400 are used to lock the first plug 301 after it is fixedly connected to the first control box 100, and the plurality of second locking mechanisms 500 are used to lock the second plug 302 after it is fixedly connected to the second control box 200.

[0099] Specifically, multiple first locking mechanisms 400 can be evenly arranged around the outer periphery of the mating end of the first plug 301 or along the mating direction. The first locking mechanisms 400 can adopt elastic buckles or threaded locking pin structures with self-locking functions. After the first plug 301 is inserted into the connection interface of the first control box 100 and initially positioned and fixed, the multiple first locking mechanisms 400 can be precisely engaged with the pre-set locking grooves or threaded holes at the interface of the first control box 100 by pressing to trigger the elastic buckles to pop open or by turning the threaded locking pins, thereby locking the connection between the first plug 301 and the first control box 100. At the same time, multiple second locking mechanisms 500 are arranged at the corresponding position of the second plug 302. The second locking mechanisms 500 adopt locking structures adapted to the first locking mechanisms 400. After the second plug 302 is inserted into the connection interface of the second control box 200 and initially fixed, the multiple second locking mechanisms 500 can be engaged with the locking structures at the interface of the second control box 200 in the same way to lock the connection between the second plug 302 and the second control box 200. This connection can reinforce the connection between the first plug 301 and the first control box 100, and the second plug 302 and the second control box 200 from different points through multiple first locking mechanisms 400 and multiple second locking mechanisms 500. This disperses the impact force of mechanical vibration on the connection parts during vehicle operation, avoids connection loosening due to single locking failure, and thus ensures the stability of the power transmission path of multiple connectors 300. It ensures that the power of the discharging vehicle can be continuously transmitted to the power-consuming vehicle through the second control box 200, the second plug 302, the cable 303, the first plug 301, and the first control box 100, realizing reliable charging and discharging in the driving state.

[0100] The first control box 100 is electrically connected to the electric vehicle, the second control box 200 is electrically connected to the electric vehicle, and multiple connectors 300 are used to transmit electrical energy from the electric vehicle to the electric vehicle.

[0101] Specifically, the first control box 100 can be connected to the battery system or high-voltage power distribution circuit of the electric vehicle via a high-voltage cable or conductive connector to form an electrical connection between the first control box 100 and the electric vehicle; the second control box 200 can be connected to the battery system or energy output circuit of the discharging vehicle via a high-voltage connector of the same specification to form an electrical connection between the second control box 200 and the discharging vehicle; multiple connectors 300 are fixedly connected to the power input port of the first control box 100 via their respective first plugs 301 and to the power output port of the second control box 200 via their respective second plugs 302, and an electrical power transmission path from the discharging vehicle to the electric vehicle is constructed by means of the conductive path of the cable 303. The purpose of this connection is to establish a complete power transmission link from the discharging vehicle to the power-consuming vehicle, so that the power of the discharging vehicle can be transmitted to the power-consuming vehicle in sequence through the second control box 200, the second plug 302, the cable 303, the first plug 301, and the first control box 100. At the same time, the parallel arrangement of multiple connectors 300 forms transmission redundancy. With the locking effect of the first locking mechanism 400 and the second locking mechanism 500, the connection is protected from the mechanical vibration of the vehicle during driving, ensuring continuous and stable power transmission and realizing the charging and discharging function in the driving state.

[0102] This embodiment provides a multi-vehicle charging and discharging device, which includes two control boxes electrically connected to the power-consuming vehicle and the power-discharging vehicle, and multiple connectors connecting the two control boxes. The plugs of the connectors are fixedly connected to the corresponding control boxes, and the plugs are equipped with multiple locking mechanisms. After the plugs are fixedly connected to the control boxes, the plugs are locked by the multiple locking mechanisms. This structure can enhance the stability of the connection between the plugs and the control boxes by means of the locking effect of the multiple locking mechanisms, effectively resist the influence of mechanical vibration on the connection parts during vehicle operation, and avoid the situation of accidental disconnection. Thus, it solves the problem of not being able to discharge during vehicle operation in the prior art and realizes stable power transmission in the driving state.

[0103] In one possible design, the first control box 100 is provided with a first socket 101, the second control box 200 is provided with a second socket 201, the first plug 301 is fixedly connected to the first socket 101, and the second plug 302 is fixedly connected to the second socket 201.

[0104] Specifically, a first socket 101 can be integrated on the surface of the housing of the first control box 100, so that the internal conductive terminals of the first socket 101 are connected to the internal circuit of the first control box 100. A second socket 201 can be integrated on the surface of the housing of the second control box 200, so that the internal conductive terminals of the second socket 201 are connected to the internal circuit of the second control box 200. The mating end of the first plug 301 is designed to match the structure of the first socket 101. After being inserted into the first socket 101, it is fixedly connected by multiple first locking mechanisms 400 on the first plug 301 cooperating with the locking position of the first socket 101. The mating end of the second plug 302 is designed to match the structure of the second socket 201. After being inserted into the second socket 201, it is fixedly connected by multiple second locking mechanisms 500 on the second plug 302 cooperating with the locking position of the second socket 201. The purpose of this connection is to provide a standardized interface for the first plug 301 and the first control box 100, and the second plug 302 and the second control box 200. The connection accuracy is improved by adapting the structure of the socket and the plug. At the same time, the rigid support of the first socket 101 and the second socket 201 enhances the overall strength of the connection. The first locking mechanism 400 and the second locking mechanism 500 further enhance the vibration resistance, ensuring that the power transmission path of the multiple connectors 300 is stable and conductive. This allows the power of the discharge vehicle to be reliably transmitted to the electric vehicle through the second control box 200, the second socket 201, the second plug 302, the cable 303, the first plug 301, the first socket 101, and the first control box 100.

[0105] The technical effect of this solution in this embodiment is as follows: by setting a first socket on the first control box and a second socket on the second control box, the first plug is fixedly connected to the first socket and the second plug is fixedly connected to the second socket. This corresponding matching structure of the socket and the plug makes the connection between the two more tight and provides a stable foundation for the first locking mechanism and the second locking mechanism to play their locking role. It can further enhance the stability of the connection between the plug and the control box, better resist the mechanical vibration during vehicle operation, reduce the possibility of accidental disconnection, and help ensure the stability of the power transmission from the discharging vehicle to the power-consuming vehicle.

[0106] In one possible design, at one end of the first plug 301, a plurality of first locking mechanisms 400 include a rotating handle 401 and a rotating post 402. The rotating handle 401 is provided with two locking blocks 4011, which are located on both sides of the first plug 301 respectively. The two locking blocks 4011 are rotatably connected to the side wall of the first plug 301. Both side walls of the first socket 101 are provided with locking posts 1011. Each locking block 4011 is provided with a groove 40111 for each locking post 1011 to be inserted. The groove 40111 includes an opening groove 401111, a transition groove 401112 and a locking groove 401113 connected in sequence. The locking post 1011 is used to pass through the opening groove 401111 and the transition groove 401112 in sequence and then insert into the locking groove 401113.

[0107] Specifically, when the first plug 301 is connected to the first socket 101, the locking pins 1011 on both sides of the first socket 101 can first enter the opening slots 401111 of the locking blocks 4011 on the rotating handle 401. Then, rotating the rotating handle 401 causes the locking blocks 4011 on both sides to rotate around the side wall of the first plug 301, so that the locking pins 1011 slide along the transition groove 401112 and finally lock into the locking groove 401113. At this time, the first locking mechanism 400 completes the locking of the first plug 301. The locking groove 401113 can effectively restrict the radial movement of the locking pins 1011 and prevent the first plug 301 from coming out of the first socket 101 under vibration or accidental pulling. Its purpose is to securely lock the connection between the first plug 301 and the first socket 101 through the above structure, prevent the two from separating due to vibration, external force, etc. during charging and discharging, and ensure the stability and safety of power transmission.

[0108] The technical effect of this solution in this embodiment is as follows: Through a specific locking structure design, the stability of the plug and socket connection can be effectively enhanced, preventing accidental separation of the two due to vibration, external force collision, or other factors during charging and discharging. This ensures the continuous stability of power transmission and avoids problems such as poor contact and power transmission interruption caused by loose connection. At the same time, locking can be completed by rotation, without the need for complicated tools, making the operation simple and quick, and improving the efficiency of assembly and maintenance. The symmetrically arranged locking components on both sides can make the connection force even, further enhancing the reliability of the connection, reducing component wear caused by uneven local force, and reducing safety hazards caused by connection problems during charging and discharging.

[0109] In one possible design, the first plug 301 is provided with a fixing member 3011 for fixing the rotating handle 401. The fixing member 3011 includes a fixing block 30111 and a guide rail 30112. The guide rail 30112 is disposed on the first plug 301. The fixing block 30111 is slidably connected to the guide rail 30112. The side wall of the rotating handle 401 is provided with a fixing groove 4012 for the fixing block 30111 to be inserted.

[0110] Specifically, a fixing member 3011 can be pre-set on the first plug 301, and a guide rail 30112 can be directly mounted on the first plug 301. The fixing block 30111 and the guide rail 30112 maintain a sliding connection. After the first plug 301 and the first socket 101 are locked, the fixing block 30111 is pushed along the guide rail 30112, so that the fixing block 30111 slides into the fixing groove 4012 on the side wall of the rotating handle 401. The rotation of the rotating handle 401 can be restricted by the cooperation between the fixing block 30111 and the fixing groove 4012. Its purpose is to further fix the already locked rotating handle 401, prevent the rotating handle 401 from being accidentally rotated due to vibration, accidental contact or other factors during charging and discharging, avoid the locking state of the first locking mechanism from failing, and thus further enhance the stability of the connection between the first plug 301 and the first socket 101, and ensure the continuous reliability of the power transmission process.

[0111] The technical advantages of this solution in this embodiment are as follows: By setting a specific fixing structure between the plug and the rotating handle, the locked rotating handle can be effectively limited, preventing accidental rotation due to equipment vibration or accidental contact during charging and discharging. This avoids the failure of the initial locking mechanism, further strengthens the connection stability between the plug and socket, and eliminates connection loosening problems caused by accidental movement of the rotating handle. Simultaneously, this fixing structure achieves fixing and unlocking through sliding engagement, requiring no additional complex tools, making operation simple and convenient. It can quickly complete the fixing to ensure stable equipment operation and efficiently operate when unlocking is needed for subsequent maintenance, balancing reliability and practicality. Furthermore, this targeted fixing design can reduce additional wear on the locking components caused by unexpected movement of the rotating handle, extend the service life of related components, reduce maintenance costs due to component wear, and provide more comprehensive protection for the long-term stable operation of the overall charging and discharging device.

[0112] In one possible design, a screw 4013 is rotatably connected to the rotating handle 401, a through hole 301111 is provided on the side wall of the fixing block 30111, and a fixing hole 3013 is provided on the first plug 301. The screw 4013 passes through the through hole 301111 and is threaded to the wall of the fixing hole 3013.

[0113] Specifically, the connecting screw 4013 can be pre-rotated on the rotating handle 401. After the fixing block 30111 slides into the fixing groove 4012 of the rotating handle 401 along the guide rail 30112, the screw 4013 is rotated so that the screw 4013 passes through the through hole 301111 on the side wall of the fixing block 30111 in sequence, and finally forms a threaded connection with the fixing hole 3013 on the first plug 301, thereby completing the rigid fixation of the fixing block 30111 and the first plug 301. Its purpose is to achieve a more stable double fixation through the threaded connection of the screw 4013 on the basis of the initial limiting of the rotating handle 401, further preventing the fixing block from falling out of the fixing groove 4012 due to strong vibration, long-term wear and tear, etc., avoiding unexpected rotation of the rotating handle 401, ensuring that the locking state of the first locking mechanism is always reliable, fundamentally eliminating the risk of loose connection between the plug and the socket, and ensuring the continuity and safety of power transmission during the charging and discharging of multiple vehicles.

[0114] The rotating connection refers to the screw 4013's head being confined within a specific slot or support of the rotating handle 401, allowing the screw 4013 to rotate smoothly around its own axis without detaching from the handle 401. This design enables pre-installation of the screw 4013, eliminating the need to hold it separately during operation; simply rotating it in place with a tool simplifies the locking and unlocking process.

[0115] Figure 4 The rotating handle 401 is in the locked state. Figure 5 The rotating handle 401 is in a semi-locked state. Figure 6 The rotating handle 401 is in the fully unlocked state. Figure 4 The middle fixing block 30111 is fully embedded in the fixing groove 4012 of the rotating handle 401. The screw 4013 passes through the through hole 301111 of the fixing block 30111 and is threadedly connected to the fixing hole 3013 of the first plug 301. The locking pin 1011 is completely locked into the locking groove 401113 of the locking block 4011 on the rotating handle 401. All components of the first locking mechanism 400 are closely linked, so that the connection between the first plug 301 and the first socket 101 is extremely stable due to multiple fixations, thus building a solid mechanical connection defense line for the power transmission of multiple vehicles charging and discharging. Figure 5 The middle fixing block 30111 partially slides into the fixing groove 4012, the screw 4013 is not fully tightened, the locking post 1011 is in the transition groove 401112, which is the intermediate stage from fully locked to unlocked. The connection has temporary fixation but requires further operation. Figure 6The middle fixing block 30111 slides out of the fixing groove 4012, the screw 4013 disengages from the fixing hole 3013, the rotating handle 401 can rotate freely, the locking pin 1011 exits from the groove 40111, the locking state of the first locking mechanism 400 is completely released, and the first plug 301 can be separated from the first socket 101, which facilitates the disassembly or maintenance of the device.

[0116] The technical advantages of this solution in this embodiment are as follows: The rigid fixing method using threaded connections provides double protection on top of initial positioning, enhancing the stability of the rotating handle. This effectively resists displacement or detachment of the fixing block under complex working conditions such as strong vibration, long-term wear, or unexpected external impacts, completely eliminating the risk of unintended rotation of the rotating handle. This design ensures that the locking mechanism remains stable and reliable, fundamentally preventing loosening or detachment of the plug and socket connection, ensuring continuous and stable power transmission during charging and discharging, and reducing safety hazards such as poor contact and arcing caused by connection problems. Simultaneously, the threaded connection structure is simple and highly reliable. Assembly only requires turning the screws for fixing, and disassembly and maintenance are convenient and efficient, without adding extra operational difficulty, extending the service life of related components, and further improving the overall operational stability and safety of the charging and discharging device.

[0117] In one possible design, screw 4013 includes screw head 40131 and screw shank 40132, which are fixedly connected. The rotating handle 401 is provided with a connecting groove 4014 and a rectangular insertion groove 4015. Screw shank 40132 is inserted into the connecting groove 4014 after being interference-fitted into the rectangular insertion groove 4015. When the fixing block 30111 is inserted into the fixing groove 4012, screw head 40131 is used to drive screw shank 40132 to insert into the connecting groove 4014, through hole 301111, and fixing hole 3013. The diameter of screw shank 40132 is larger than the width of rectangular insertion groove 4015.

[0118] Specifically, the screw shank 40132 of the screw 4013 has a diameter larger than the width of the rectangular insertion slot 4015 on the rotating handle 401. After being pressed into the rectangular insertion slot 4015 through an interference fit, it enters the connecting slot 4014. The elastic deformation of both forms a pre-fixed state, ensuring that the screw 4013 does not detach from the rotating handle 401. When the fixing block 30111 slides into the fixing slot 4012 of the rotating handle 401 along the guide rail 30112, rotating the screw head 40131 can drive the screw shank 40132 to pass through the connecting slot 4014 and the through hole 301111 of the fixing block 30111 in sequence, and finally connects with the fixing hole 3013 of the first plug 301 by thread, thus completing the locking. The interference fit into the rectangular insertion slot 4015 achieves the initial engagement of the screw 4013 and the rotating handle 401 to prevent it from falling off. The threaded connection between the screw rod 40132 and the fixing hole 3013, along with the engagement of the fixing block 30111 and the fixing slot 4012, can double lock the position of the rotating handle 401, ensuring that the first locking mechanism 400 stably locks the first plug 301 and the first socket 101, preventing the connection from loosening due to vibration during charging and discharging, and ensuring reliable power transmission.

[0119] Interference fitting is an assembly method in mechanical assembly. It refers to the fact that the size of the key mating part of the inserted component (such as the screw rod 40132) is slightly larger than the mating size of the insertion carrier (such as the rectangular insertion slot 4015 of the rotating handle 401). During assembly, a certain external force (such as pressing or hammering) is applied to make the two parts undergo slight elastic deformation in order to complete the insertion. After insertion, the squeezing force generated by the deformation forms a tight and fixed relationship, which can not only achieve pre-fixation between components to prevent them from falling off, but also does not affect the subsequent assembly actions.

[0120] The technical effect of this solution in this embodiment is as follows: the screw rod is inserted into the rectangular insertion slot through interference fit, and the pre-fixing effect formed by the size difference can prevent the screw from accidentally disengaging from the rotating handle, ensuring the integrity of the component during assembly; after the fixing block and the fixing slot are engaged, the screw rod further passes through the connecting slot and the through hole and is threadedly connected to the fixing hole. The initial fixing of the interference fit and the locking effect of the threaded connection form a double limit, which can stably lock the position of the rotating handle and prevent it from loosening due to external forces such as vibration during use. This ensures that the connection between the plug and the socket is always reliable, effectively preventing poor contact or disconnection during charging and discharging, and improving the overall safety of the device and the stability of power transmission.

[0121] In one possible design, the first plug 301 is provided with a first limiting seat 3014 and a second limiting seat 3015, both of which are fixedly connected to the first plug 301. The fixing block 30111 is provided with a first sliding groove and a second sliding groove. The first limiting seat 3014 is slidably connected to the first sliding groove, and the second limiting seat 3015 is slidably connected to the second sliding groove. The first limiting seat 3014 and the second limiting seat 3015 are used to limit the trajectory of the fixing block 30111.

[0122] Specifically, the first limiting seat 3014 and the second limiting seat 3015 can be fixedly connected to the first plug 301 through methods such as welding or screwing to form an integral part. The first and second sliding grooves on the fixing block 30111 are respectively adapted to the first limiting seat 3014 and the second limiting seat 3015. When the fixing block 30111 slides, the first limiting seat 3014 and the second limiting seat 3015 constrain the fixing block 30111 to slide only along a preset trajectory, preventing it from shifting laterally or rotating. By limiting the trajectory of the fixing block 30111 by the first limiting seat 3014 and the second limiting seat 3015, it is ensured that the fixing block 30111 can be accurately inserted into the fixing groove 4012 of the rotating handle 401, ensuring the accuracy of the fit between the fixing block 30111 and the rotating handle 401, thereby stabilizing the locking effect of the first locking mechanism 400 on the first plug 301, preventing locking failure due to the offset of the fixing block 30111, and improving the reliability of the plug-socket connection.

[0123] The technical effect of this solution in this embodiment is that by sliding the two limiting seats with the corresponding sliding grooves on the fixed block, the sliding trajectory of the fixed block can be effectively constrained, preventing the fixed block from shifting laterally or rotating arbitrarily during movement. This ensures that the fixed block can be accurately aligned and inserted into the corresponding mating structure, guaranteeing the mating accuracy between the fixed block and related components. Consequently, the locking action of the locking mechanism is stable and reliable, preventing locking failure due to the positional shift of the fixed block. This improves the stability and effectiveness of the plug-socket connection and ensures the consistency of the connection status of the device during charging and discharging.

[0124] In one possible design, the first socket 101 includes a first housing 1012, a first signal pin 1013, and a DC power interface 1014.

[0125] Specifically, the first socket 101 can be configured as an integrated structure, wherein the first housing 1012 serves as the basic load-bearing component, is made of insulating and high-temperature resistant material, and is fixedly connected to the housing of the first control box 100 by bolts or clips; the first signal pin 1013 is made of conductive metal, one end of which is embedded inside the first housing 1012 and connected to the signal processing circuit of the first control box 100, and the other end is exposed on the mating surface of the first housing 1012; the DC power interface 1014 adopts a high current-carrying conductive structure, is also fixed on the first housing 1012, its interior is connected to the high-voltage circuit of the first control box 100, and its exterior forms a power docking terminal corresponding to the first plug 301, so that the first housing 1012, the first signal pin 1013, and the DC power interface 1014 together constitute the first socket 101. The purpose of this connection is to provide a stable mounting carrier and insulation protection for the first signal pin 1013 and the DC power interface 1014 through the first housing 1012. The first signal pin 1013 is used to realize signal communication between the first socket 101 and the first plug 301, such as charging and discharging status monitoring and command transmission. The DC power interface 1014 is used to carry high-voltage power transmission. The three work together to enable the first socket 101 to have both signal interaction and power transmission functions, meet the needs of synchronous power and information transmission during the charging and discharging of multiple vehicles, and ensure the coordinated operation of the charging and discharging system.

[0126] The first housing 1012 is fixedly connected to the first control box 100, and the first signal pin 1013 and the DC power interface 1014 are both fixedly connected to the first housing 1012.

[0127] Specifically, the first housing 1012 can be fixedly connected to the housing surface of the first control box 100 by bolts or snap-fit, ensuring that there is no relative looseness between the first housing 1012 and the first control box 100; the first signal pin 1013 is embedded into the preset hole of the first housing 1012 by means of insulating interference fit, and its end is welded to the signal processing circuit inside the first control box 100 for conduction; the DC power interface 1014 is fixed to the corresponding installation area of ​​the first housing 1012 by means of threaded connection or high-strength snap-fit, and its internal conductive terminals are welded to the high-voltage power circuit of the first control box 100 for conduction, thereby realizing the fixed connection between the first signal pin 1013 and the DC power interface 1014 and the first housing 1012. The purpose of this connection is to provide reliable installation support and insulation protection for the first signal pin 1013 and the DC power interface 1014 through the stable connection between the first housing 1012 and the first control box 100. At the same time, it allows the first signal pin 1013 to stably connect to the signal line on the first plug 301 side to transmit signals such as charging and discharging status and fault warning, and the DC power interface 1014 to stably connect to the power line on the first plug 301 side to transmit high-voltage power. This provides a stable hardware foundation for signal interaction and power transmission of multi-vehicle charging and discharging devices, and ensures the safety and smoothness of the charging and discharging process.

[0128] Cable 303 includes an outer sheath, a power line, and a signal line. Both the power line and the signal line are fixedly connected to the outer sheath. The power line is electrically connected to the DC power interface 1014, and the signal line is communicatively connected to the first signal pin 1013. A shielding layer is provided between the power line and the signal line to reduce electromagnetic interference caused by the power line to the signal line.

[0129] Specifically, the outer sheath of cable 303 can be made of wear-resistant insulating material, and the power line and signal line can be wrapped inside through an extrusion molding process, forming a fixed connection between the power line and signal line and the outer sheath. The end of the power line is connected to the conductive terminal of DC power interface 1014 by metal crimping or welding to achieve electrical connection, and the end of the signal line is connected to the first signal pin 1013 by plugging or welding to achieve communication connection. A shielding layer made of metal braided mesh or aluminum foil is set between the power line and the signal line. The shielding layer is fixed to the inner wall of the outer sheath and wraps the power line, thereby realizing the connection of each component. The function of this connection is: the outer sheath provides mechanical protection and insulation for the power line and signal line; the power line transmits high-voltage electrical energy through DC power interface 1014; the signal line transmits charging and discharging control signals through the first signal pin 1013; the shielding layer blocks the electromagnetic interference generated when the power line transmits high voltage to the signal line, ensuring stable signal transmission. Thus, cable 303 can safely transmit electrical energy and reliably transmit control signals, ensuring the coordinated operation of multi-vehicle charging and discharging devices.

[0130] The technical effect of this solution in this embodiment is as follows: By refining the structure of the first socket and the cable, the shell of the first socket is fixedly connected to the first control box, and the signal pin and DC power interface are fixedly connected to the shell. This multi-layer fixed structure design makes the connection of each component of the first socket more stable, providing a solid structural foundation for the reliable docking of the first plug and the first socket. At the same time, the outer sheath of the cable fixes the power line and the signal line. The power line is electrically connected to the DC power interface to realize power transmission, and the signal line is communicatively connected to the signal pin to ensure the transmission of charging and discharging related signals. Furthermore, the shielding layer set between the power line and the signal line can effectively reduce the electromagnetic interference generated by the power line to the signal line during power transmission, avoid abnormal charging and discharging control due to interference with signal transmission, and further improve the stability of power transmission and signal transmission of the entire charging and discharging device.

[0131] In one possible design, the first control box 100 is provided with a first limiting block 102, and the second control box 200 is provided with a second limiting block 202. The first limiting block 102 is used to limit the connection path between the first plug 301 and the first socket 101, and the second limiting block 202 is used to limit the connection path between the second plug 302 and the second socket 201.

[0132] Specifically, a raised first limiting block 102 can be provided on the first control box 100 near the first socket 101. The first limiting block 102 is fixedly connected to the first control box 100 by welding or bolts, and its shape is adapted to the side contour of the first plug 301. A second limiting block 202 with the same structure is provided on the second control box 200 near the second socket 201. The second limiting block 202 is fixedly connected to the second control box 200, and its shape is adapted to the side contour of the second plug 302. When the first plug 301 is connected to the first socket 101, the first limiting block 102 guides the first plug 301 to be inserted into the first socket 101 along a preset trajectory by fitting and limiting the first plug 301 along the side. Similarly, the second limiting block 202 guides the second plug 302 to be inserted into the second socket 201 along a preset trajectory by fitting and limiting the second plug 302 along the side. The purpose of this connection is to constrain the connection paths of the first plug 301 and the first socket 101, and the second plug 302 and the second socket 201 respectively through the first limiting block 102 and the second limiting block 202, so as to ensure that the plug and socket are accurately aligned, avoid misalignment caused by vehicle vibration or docking deviation, reduce mechanical wear during the connection process, enhance the anti-offset capability after connection, and further improve the connection stability in conjunction with the locking mechanism to ensure reliable conduction of power transmission path.

[0133] The technical effect of this solution in this embodiment is as follows: by setting a first limiting block on the first control box and a second limiting block on the second control box, the first limiting block restricts the connection path between the first plug and the first socket, and the second limiting block restricts the connection path between the second plug and the second socket. This limiting design guides the plug and socket to accurately align along the correct path, avoiding positional deviation during alignment, making the connection between the plug and socket more snug and tighter. This reduces loosening of the connection caused by mechanical vibration during vehicle operation. Combined with the locking mechanism, it further enhances the stability of the plug-socket connection, reduces the possibility of accidental disconnection, and provides more reliable structural support for the stable transmission of electrical energy from the discharging vehicle to the consuming vehicle.

[0134] In one possible design, the second control box 200 also includes a socket 203 and multiple cables 204, the socket 203 being communicatively connected to the discharge vehicle and the multiple cables 204 being electrically connected to the discharge vehicle.

[0135] Specifically, a socket 203 can be provided on the housing of the second control box 200, allowing the socket 203 to be connected to the control circuit of the second control box 200 through internal wiring. Simultaneously, the socket 203 is connected to the on-board controller interface of the discharge vehicle via a communication cable to achieve communication. One end of each of the multiple cables 204 is fixedly connected to the high-voltage power distribution module inside the second control box 200, and the other end is connected to the corresponding interface of the battery pack or high-voltage power circuit of the discharge vehicle to achieve electrical connection. The function of this connection is as follows: the socket 203 acts as a communication hub, used to transmit charging and discharging commands, status feedback, fault warnings, and other signals between the second control box 200 and the discharge vehicle, ensuring coordinated control between the two; the multiple cables 204 act as power transmission channels, stably delivering the power processed by the second control box 200 to the battery system of the discharge vehicle. Together, these two systems enable the second control box 200 to both interact with the discharge vehicle and efficiently transmit power, ensuring precise control and safe operation of the charging and discharging process for multiple vehicles.

[0136] The technical advantages of this solution in this embodiment are as follows: By setting up a socket and multiple cables on the first control box, the communication connection of the socket ensures the stable transmission of charging and discharging related signals between the first control box and the discharging vehicle, facilitating timely exchange of charging and discharging status, parameters, and other information, thus supporting precise control of the charging and discharging process. The electrical connection of the multiple cables constructs a robust power transmission channel, avoiding the power transmission interruption problem that may occur with a single connection. This structural design improves the connection system between the first control box and the discharging vehicle, making both more reliable in communication and power transmission, effectively supporting the stable transmission of power from the discharging vehicle to the power-consuming vehicle.

[0137] In one possible design, the first control box 100 is provided with a plurality of first mounting feet 103, and the second control box 200 is provided with a plurality of second mounting feet 205. The first control box 100 is fixedly connected to the electric vehicle through the plurality of first mounting feet 103, and the second control box 200 is fixedly connected to the electric vehicle through the plurality of second mounting feet 205.

[0138] Specifically, multiple first mounting feet 103 can be provided on the edge or bottom of the housing of the first control box 100. The first mounting feet 103 are fixedly connected to the first control box 100 by welding or integral molding. Each first mounting foot 103 has a mounting hole, and the first control box 100 is fastened to the fixed bracket or body structure of the electric vehicle by bolts passing through the mounting holes. Multiple second mounting feet 205 are provided at corresponding positions on the second control box 200. The second mounting feet 205 are fixedly connected to the second control box 200 and are also connected to the fixed structure of the discharge vehicle by bolts, thus achieving the connection of each component. The purpose of this connection is to provide multi-point fixed support for the first control box 100 and the second control box 200 through multiple first mounting feet 103 and second mounting feet 205, enhancing the vibration resistance of the connection between the control box and the vehicle, preventing displacement or loosening of the control box due to bumps and vibrations during vehicle operation, and thus ensuring the stability of the electrical and signal connections between the first control box 100 and the electric vehicle, and between the second control box 200 and the discharge vehicle, providing a structural foundation for the overall operation of the multi-vehicle charging and discharging device.

[0139] The technical advantages of this solution in this embodiment are as follows: the design of multiple mounting feet increases the number of fixed contact points between the control box and the vehicle, improving the stability of the control box installation on the vehicle and effectively resisting the displacement or loosening caused by mechanical vibrations during vehicle operation. The stable installation of the control box also provides a solid foundation for its connection with the corresponding plug, reducing the possibility of loosening or disconnection of the plug-control box connection due to shaking, further ensuring the stability of the entire charging and discharging device's power transmission channel, and providing solid structural support for continuous and reliable charging and discharging during vehicle operation.

[0140] In one possible design, each connector 300 is provided with a first temperature sensor, which is used to detect the temperature of each connector 300 and send a second alarm signal to the power-consuming vehicle and the power-discharging vehicle when the temperature of each connector 300 is greater than a preset first temperature threshold.

[0141] Specifically, a first temperature sensor can be installed inside the outer sheath of the cable 303 of each connector 300 or inside the housing of the first plug 301 and the second plug 302. The first temperature sensor is fixedly connected to the internal structure of the connector 300 through an insulating bracket. Simultaneously, the signal output terminal of the first temperature sensor is electrically connected to the signal line inside the cable 303. Signal transmission paths are established with the power-consuming vehicle and the power-discharging vehicle via the signal line through the first plug 301, the first control box 100, the second plug 302, and the second control box 200, respectively. The first temperature sensor collects the temperature data inside the connector 300 in real time. When the temperature of a connector 300 exceeds a preset first temperature threshold, a second alarm signal is immediately sent to the power-consuming vehicle and the power-discharging vehicle through the aforementioned signal paths. The purpose of this connection is to monitor the temperature of each connector 300 in real time, promptly detect localized overheating problems caused by poor contact or overload, and trigger the protection mechanisms of the two vehicles through the second alarm signal, such as reducing power or cutting off the power supply, to prevent the connector 300 from being damaged by high temperature or causing safety hazards, thus ensuring the operational safety and durability of the multi-vehicle charging and discharging device while in motion.

[0142] The first control box 100 is equipped with a second temperature sensor, which is used to detect the temperature of the first control box 100 and send a third alarm signal to the electric vehicle and the electric vehicle when the temperature of the first control box 100 is greater than a preset second temperature threshold.

[0143] Specifically, a second temperature sensor can be installed inside the first control box 100 near the power module or heat dissipation component. The second temperature sensor is fixedly connected to the internal housing of the first control box 100 via an insulating mounting bracket, and its signal output terminal is electrically connected to the control circuit of the first control box 100. Signal transmission channels are then established with the power-consuming vehicle and the power-discharging vehicle through the socket 203 of the first control box 100 and related communication lines, respectively. The second temperature sensor continuously monitors the internal temperature of the first control box 100. When the detected temperature exceeds a preset second temperature threshold, a third alarm signal is immediately sent to the power-consuming vehicle and the power-discharging vehicle through the aforementioned channels. The purpose of this connection is to monitor the operating temperature of the first control box 100 in real time, promptly detect overheating caused by circuit overload, poor heat dissipation, etc., and prompt both vehicles to activate cooling or power-off protection measures through the third alarm signal, preventing damage to the first control box 100 due to high temperature, ensuring the stability of its power transmission control function, and thus maintaining the overall safe operation of the multi-vehicle charging and discharging device.

[0144] The technical effect of this solution in this embodiment is as follows: by setting a first temperature sensor in each connector and a second temperature sensor in the first control box, this targeted temperature monitoring and alarm mechanism for key charging and discharging components can capture temperature anomalies that may occur in the connectors and the first control box during operation in real time, avoiding damage to components or safety hazards caused by excessive temperature. At the same time, it allows the charging and discharging vehicles to receive abnormal prompts in a timely manner and take corresponding countermeasures, effectively reducing the possibility of charging and discharging interruptions or risks due to temperature problems during vehicle operation, and providing a guarantee for the stable and safe operation of the entire charging and discharging device.

[0145] In one possible design, the first control box 100 is equipped with a controller, a fuse and a circuit breaker. The controller is used to detect the current of the first control box 100 and blow the fuse when the current is greater than a preset first current threshold. The controller is also used to disconnect the circuit breaker when the current is greater than a preset second current threshold and the current is less than the first current threshold. The first current threshold is greater than the second current threshold.

[0146] Specifically, a fuse and a circuit breaker can be connected in series in the main circuit path inside the first control box 100. The controller is connected to the main circuit through a detection line to obtain current data. At the same time, the control terminal of the controller is electrically connected to the triggering mechanism of the fuse and the execution component of the circuit breaker. The controller monitors the current value in the first control box 100 in real time. When the current is greater than a preset first current threshold, the controller triggers the fuse's melting mechanism to disconnect the circuit. When the current is greater than a preset second current threshold but less than the first current threshold, the controller drives the circuit breaker to disconnect the circuit. The first current threshold is set to be greater than the second current threshold. The purpose of this connection is to build a graded overcurrent protection mechanism. The controller takes differentiated measures for different degrees of overcurrent: for small overcurrents, the circuit breaker disconnects to achieve recoverable protection; for large overcurrents, the fuse melts to achieve irreversible emergency protection. This can quickly restore the charging and discharging function in the event of a minor abnormality, and completely cut off the circuit in the event of a severe overcurrent, preventing damage to the first control box 100 and related components due to overcurrent, and ensuring the electrical safety of multi-vehicle charging and discharging devices.

[0147] The technical effect of this solution in this embodiment is as follows: By setting up a controller, fuse, and circuit breaker in the first control box, the controller detects the current and takes different protective measures according to the current magnitude. When the current exceeds a larger threshold, the fuse blows; when the current is between the smaller and larger thresholds, the circuit breaker disconnects. This hierarchical protection mechanism can accurately respond to different degrees of current anomalies. For smaller overcurrents, recovery protection is achieved by disconnecting the circuit breaker; for larger overcurrents, complete disconnection is achieved by blowing the fuse. This avoids the problem that a single protection method cannot adapt to different fault levels, effectively preventing overcurrents from damaging device components or causing safety risks. At the same time, it reduces unnecessary charging and discharging interruptions, further ensuring the safety and continuity of charging and discharging during vehicle operation.

[0148] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A multi-vehicle charging and discharging device, characterized in that, include: First control box (100), second control box (200) and multiple connectors (300); Each of the connectors (300) includes a first plug (301), a second plug (302), and a cable (303), wherein the first plug (301) and the second plug (302) are fixedly connected to the cable (303); The first plug (301) is fixedly connected to the first control box (100), and the second plug (302) is fixedly connected to the second control box (200); The first plug (301) is provided with a plurality of first locking mechanisms (400), and the second plug (302) is provided with a plurality of second locking mechanisms (500). The plurality of first locking mechanisms (400) are used to lock the first plug (301) after it is fixedly connected to the first control box (100), and the plurality of second locking mechanisms (500) are used to lock the second plug (302) after it is fixedly connected to the second control box (200). The first control box (100) is electrically connected to the electric vehicle, the second control box (200) is electrically connected to the electric vehicle, and the plurality of connectors (300) are used to transmit electrical energy from the electric vehicle to the electric vehicle.

2. The multi-vehicle charging and discharging device according to claim 1, characterized in that, The first control box (100) is provided with a first socket (101), and the second control box (200) is provided with a second socket (201). The first plug (301) is fixedly connected to the first socket (101), and the second plug (302) is fixedly connected to the second socket (201).

3. The multi-vehicle charging and discharging device according to claim 2, characterized in that, At one end of the first plug (301), the plurality of first locking mechanisms (400) include a rotating handle (401) and a rotating post (402). The rotating handle (401) is provided with two locking blocks (4011), which are located on both sides of the first plug (301) and are rotatably connected to the side wall of the first plug (301). Locking posts are provided on both side walls of the first socket (101). (1011) Each of the locking blocks (4011) is provided with a groove (40111) for inserting each of the locking pins (1011). The groove (40111) includes an opening groove (401111), a transition groove (401112) and a locking groove (401113) connected in sequence. The locking pin (1011) is used to pass through the opening groove (401111) and the transition groove (401112) in sequence and then insert into the locking groove (401113).

4. The multi-vehicle charging and discharging device according to claim 3, characterized in that, The first plug (301) is provided with a fixing member (3011) for fixing the rotating handle (401). The fixing member (3011) includes a fixing block (30111) and a guide rail (30112). The guide rail (30112) is disposed on the first plug (301). The fixing block (30111) is slidably connected to the guide rail (30112). The side wall of the rotating handle (401) is provided with a fixing groove (4012) for the fixing block (30111) to be inserted.

5. The multi-vehicle charging and discharging device according to claim 4, characterized in that, The rotating handle (401) is provided with a screw (4013), the side wall of the fixing block (30111) is provided with a through hole (301111), the first plug (301) is provided with a fixing hole (3013), the screw (4013) passes through the through hole (301111) and is threaded to the wall of the fixing hole (3013).

6. The multi-vehicle charging and discharging device according to claim 5, characterized in that, The screw (4013) includes a screw head (40131) and a screw shank (40132), which are fixedly connected. The rotating handle (401) is provided with a connecting groove (4014) and a rectangular insertion groove (4015). The screw shank (40132) is used to insert into the connecting groove (4014) after being interference-fitted into the rectangular insertion groove (4015). When the fixing block (30111) is inserted into the fixing groove (4012), the screw head (40131) is used to drive the screw shank (40132) to insert into the connecting groove (4014), the through hole (301111), and the fixing hole (3013). The diameter of the screw shank (40132) is greater than the width of the rectangular insertion groove (4015).

7. The multi-vehicle charging and discharging device according to claim 5, characterized in that, The first plug (301) is provided with a first limiting seat (3014) and a second limiting seat (3015). The first limiting seat (3014) and the second limiting seat (3015) are both fixedly connected to the first plug (301). The fixing block (30111) is provided with a first sliding groove and a second sliding groove. The first limiting seat (3014) is slidably connected to the first sliding groove, and the second limiting seat (3015) is slidably connected to the second sliding groove. The first limiting seat (3014) and the second limiting seat (3015) are used to limit the trajectory of the fixing block (30111).

8. The multi-vehicle charging and discharging device according to claim 2, characterized in that, The first socket (101) includes a first housing (1012), a first signal pin (1013), and a DC power interface (1014). The first housing (1012) is fixedly connected to the first control box (100), and the first signal pin (1013) and the DC power interface (1014) are both fixedly connected to the first housing (1012); The cable (303) includes an outer sheath, a power line, and a signal line. The power line and the signal line are both fixedly connected to the outer sheath. The power line is electrically connected to the DC power interface (1014), and the signal line is communicatively connected to the first signal pin (1013). A shielding layer is provided between the power line and the signal line to reduce electromagnetic interference caused by the power line to the signal line.

9. The multi-vehicle charging and discharging device according to claim 2, characterized in that, The first control box (100) is provided with a first limiting block (102), and the second control box (200) is provided with a second limiting block (202). The first limiting block (102) is used to limit the connection path between the first plug (301) and the first socket (101), and the second limiting block (202) is used to limit the connection path between the second plug (302) and the second socket (201).

10. The multi-vehicle charging and discharging device according to claim 1, characterized in that, The second control box (200) also includes a socket (203) and a plurality of cables (204), the socket (203) being communicatively connected to the discharge vehicle and the plurality of cables (204) being electrically connected to the discharge vehicle.

11. The multi-vehicle charging and discharging device according to claim 1, characterized in that, The first control box (100) is provided with a plurality of first mounting feet (103), and the second control box (200) is provided with a plurality of second mounting feet (205). The first control box (100) is fixedly connected to the electric vehicle through the plurality of first mounting feet (103), and the second control box (200) is fixedly connected to the electric vehicle through the plurality of second mounting feet (205).

12. The multi-vehicle charging and discharging device according to claim 1, characterized in that, Each of the connectors (300) is provided with a first temperature sensor. The first temperature sensor is used to detect the temperature of each of the connectors (300) and send a second alarm signal to the electric vehicle and the discharge vehicle when the temperature of each of the connectors (300) is greater than a preset first temperature threshold. The first control box (100) is equipped with a second temperature sensor, which is used to detect the temperature of the first control box (100) and send a third alarm signal to the electric vehicle and the discharge vehicle when the temperature of the first control box (100) is greater than a preset second temperature threshold.

13. The multi-vehicle charging and discharging device according to claim 1, characterized in that, The first control box (100) is equipped with a controller, a fuse and a circuit breaker. The controller is used to detect the current of the first control box (100) and melt the fuse when the current is greater than a preset first current threshold. The controller is also used to disconnect the circuit breaker when the current is greater than a preset second current threshold and the current is less than the first current threshold. The first current threshold is greater than the second current threshold.

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