Range-extended vehicle-to-vehicle charging system and method, and discharging vehicle and charging vehicle
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2026-01-20
- Publication Date
- 2026-08-13
Smart Images
Figure CN2026073646_13082026_PF_FP_ABST
Abstract
Description
Range-extended electric vehicle charging systems and methods, discharging vehicles and charging vehicles
[0001] Cross-reference to related applications
[0002] This disclosure claims priority to Chinese patent application No. 202510146441.0, filed on February 10, 2025, entitled "Range Extender Vehicle-to-Vehicle Charging System and Method, Discharging Vehicle and Charging Vehicle", the entire contents of which are incorporated herein by reference. Technical Field
[0003] This disclosure relates to the field of vehicle charging technology, and in particular to a range-extended vehicle-to-vehicle charging system and method, a discharging vehicle, and a charging vehicle. Background Technology
[0004] With the development of new energy vehicles and intelligent connected vehicle technologies, the number of new energy vehicles on the market is increasing, leading to frequent charging queues and straining the power grid. This has increased the demand for diversified energy replenishment solutions. In related technologies, passenger cars and light commercial vehicles are equipped with on-board chargers. These chargers can convert the electrical energy from the power batteries in new energy vehicles into 220V AC power for charging or providing electricity for daily use. However, heavy-duty new energy commercial vehicles are not equipped with on-board chargers and cannot be recharged via inverters. Furthermore, the batteries in heavy-duty new energy commercial vehicles have larger capacities, making charging them with 220V AC power time-consuming and inefficient.
[0005] Public content
[0006] Therefore, it is necessary to address the aforementioned technical problems by providing a range-extended vehicle-to-vehicle charging system and method, a discharging vehicle, and a charging vehicle that can quickly replenish the energy of heavy-duty new energy commercial vehicles with large battery capacities.
[0007] A range-extended vehicle-to-vehicle charging system includes a first vehicle controller, a rechargeable energy storage module, a main negative contactor, a fast-charging contactor, a generator controller, a range extender, and a first DC charging socket and a second DC charging socket. The first vehicle controller controls the main negative contactor, the contactor, the generator controller, and the range extender. The rechargeable energy storage module is connected to both the fast-charging contactor and the generator controller via the main negative contactor. The main negative contactor disconnects the rechargeable energy storage module from the charging vehicle. The generator controller is connected to the range extender via a high-voltage three-phase harness to convert the three-phase AC power output by the range extender into DC power. The first DC charging socket is connected to both the fast-charging contactor and the first vehicle controller. The vehicle-to-vehicle charging harness connects the first DC charging socket and the second DC charging socket. The fast-charging contactor transmits the charging current output by the range extender from the discharging vehicle to the second DC charging socket via the vehicle-to-vehicle charging harness connected to the first DC charging socket.
[0008] A method for range-extended vehicle-to-vehicle charging, applied to the aforementioned range-extended vehicle-to-vehicle charging system, includes: connecting a discharging vehicle and a charging vehicle via a vehicle-to-vehicle charging harness; activating a first vehicle controller of the discharging vehicle based on a second control signal port of a first DC charging socket of the discharging vehicle, and determining whether the discharging vehicle is in vehicle-to-vehicle charging mode based on the resistance value of a first resistor connected to the second control signal; after the discharging vehicle enters vehicle-to-vehicle charging mode, controlling the first vehicle controller to close an auxiliary power contactor to activate a second vehicle controller of the charging vehicle through the positive and negative control signal ports of the first DC charging socket, and determining whether the discharging vehicle is in vehicle-to-vehicle charging mode based on the resistance value of a first resistor connected to the second control signal; and after the discharging vehicle enters vehicle-to-vehicle charging mode, controlling the first vehicle controller to close an auxiliary power contactor to activate a second vehicle controller of the charging vehicle through the positive and negative control signal ports of the first DC charging socket, and determining whether the discharging vehicle is in vehicle-to-vehicle charging mode based on the resistance value of a first resistor connected to the second control signal. The resistance value of the second resistor connected to the second control signal port of the DC charging socket determines whether the charging vehicle is in vehicle-to-vehicle charging mode. After confirming that the charging vehicle has entered vehicle-to-vehicle charging mode, signal interaction is performed based on the positive and negative signal ports of the first and second DC charging sockets, and the interaction signal determines whether the discharging vehicle and the charging vehicle meet the vehicle-to-vehicle charging conditions. If the discharging vehicle and the charging vehicle meet the vehicle-to-vehicle charging conditions, the fast charging contactor and the pre-charging module are controlled to close sequentially, and after the pre-charging is completed, the pre-charging contactor of the pre-charging module is controlled to open; the range extender is started to charge the charging vehicle.
[0009] A discharge vehicle includes a first vehicle controller, a rechargeable energy storage module, a main negative contactor, a fast-charging contactor, a generator controller, a range extender, and a first DC charging socket, as described above. The rechargeable energy storage module is connected to the fast-charging contactor and the generator controller via the main negative contactor. The main negative contactor disconnects the rechargeable energy storage module from the charging vehicle. The generator controller is connected to the range extender via a high-voltage three-phase harness to convert the three-phase AC power output by the range extender into DC power. The first DC charging socket is connected to both the fast-charging contactor and the first vehicle controller. In vehicle-to-vehicle charging mode, the first DC charging socket is connected to a second DC charging socket of the charging vehicle via a vehicle-to-vehicle charging harness. The fast-charging contactor transmits the charging current output by the range extender to the charging vehicle via the vehicle-to-vehicle charging harness connected to the first DC charging socket.
[0010] A charging vehicle includes a second vehicle controller and a second DC charging socket as described above. The second DC charging socket is connected to a first DC charging socket of a discharging vehicle via a vehicle-to-vehicle charging harness. The second DC charging socket is used to activate the second vehicle controller based on a deterministic signal output by the discharging vehicle through the first DC charging socket. In vehicle-to-vehicle charging mode, the charging current output by the range extender of the discharging vehicle is input to the charging vehicle through the second DC charging socket.
[0011] The aforementioned range-extended vehicle-to-vehicle charging system and method, discharging vehicle, and charging vehicle, in vehicle-to-vehicle charging mode, use a vehicle-to-vehicle charging harness to connect a first DC charging socket and a second DC charging socket. The rechargeable energy storage module in the system is connected to a fast-charging contactor and an engine controller via main and negative contactors, respectively, providing operating power to different components. The main and negative contactors can disconnect the rechargeable energy storage module from the charging vehicle. The engine controller is connected to the range extender via a high-voltage three-phase harness to convert the three-phase AC power output from the range extender into DC power. The DC power flows from the first DC charging socket to the second DC charging socket via the vehicle-to-vehicle charging harness through the fast-charging contactor. Based on this, vehicle-to-vehicle DC charging is achieved, which can improve charging power and meet the rapid recharging needs of vehicles with large battery capacities. Attached Figure Description
[0012] Figure 1 is a schematic diagram of the structure of a range-extended vehicle-to-vehicle charging system in one embodiment;
[0013] Figure 2 is a schematic flowchart of a range-extended vehicle-to-vehicle charging method applied to a range-extended vehicle-to-vehicle charging system in one embodiment.
[0014] Reference numerals: Discharge vehicle 100, vehicle-to-vehicle charging harness 200, charging vehicle 300, first vehicle controller 101, rechargeable energy storage module 102, pre-charge module 103, main negative contactor 104, fast charging contactor 105, generator controller 106, range extender 107, drive motor module 108, other high-voltage control modules 109, auxiliary power contactor 110, first DC charging socket 111, first charging plug 201, second charging plug 202, second vehicle controller 301, second DC charging socket 302, main positive contactor 1031, pre-charge contactor 1032, first resistor R1, second resistor R3, third resistor R2, fourth resistor R4, pre-charge resistor R5. Embodiments of the present invention
[0015] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this disclosure.
[0016] The implementation details of the technical solutions of the embodiments of this disclosure are described in detail below.
[0017] Figure 1 shows a schematic diagram of a range-extended vehicle-to-vehicle charging system. A range-extended vehicle-to-vehicle charging system is a system that allows one range-extended electric vehicle to provide electrical energy to another electric vehicle. The system can be divided into a discharging vehicle 100, a charging vehicle 300, and a vehicle-to-vehicle charging harness 200. The discharging vehicle 100 is the vehicle that provides electrical energy, mainly including a first vehicle controller 101 connected by several high and low voltage harnesses, a rechargeable energy storage module 102, a main negative contactor 104, a fast-charging contactor 105, a generator controller 106, a range extender 107, an auxiliary power contactor 110, and a first DC charging socket 111. The fast-charging contactor 105 can be divided into a fast-charging positive contactor and a fast-charging negative contactor. The charging vehicle 200 refers to the electric vehicle that needs charging, usually a vehicle with insufficient battery power, mainly including a second vehicle controller 301 and a second DC charging socket 302. The vehicle-to-vehicle charging harness 200 is a cable used to connect the discharging vehicle 100 and the charging vehicle 200. It is connected to the first DC charging socket 111 of the discharging vehicle 100 and the second DC charging socket 302 of the charging vehicle 200, respectively, and can transmit electrical energy and control signals.
[0018] The main components and working principle of the system will be explained in detail below with reference to Figure 1.
[0019] The first vehicle controller 101 is an electronic control unit responsible for managing the vehicle-to-vehicle charging process, ensuring the safety and efficiency of vehicle-to-vehicle charging. The first vehicle controller 101 controls the main negative contactor 104, fast charging contactor 105, generator controller 106, and range extender 107 via bus or hardwire. By controlling the operation of generator controller 106 and range extender 107, the charging current is output. The first vehicle controller 101 is used to control the closing or opening of the main negative contactor 104 and fast charging contactor 105 to connect the working circuit of vehicle-to-vehicle charging mode, so that the generated charging current can flow to the charging vehicle 200 through the working circuit.
[0020] The rechargeable energy storage module 102 uses a high-voltage wiring harness to connect to the fast-charging contactor 105 and the generator controller 106 via the main negative contactor 104. The generator controller 106 is connected to the range extender 107 via a high-voltage three-phase wiring harness. The main negative contactor 104 enables the connection between the rechargeable energy storage module 102 of the discharging vehicle 100 and the charging vehicle 200. When the main negative contactor 104 is in the open state, the connection between the rechargeable energy storage module 102 of the discharging vehicle 100 and the charging vehicle 200 is disconnected. The range extender 107 is used to provide the charging power required by the charging vehicle 200, that is, to directly charge the charging vehicle 200 using the range extender 107. The range extender 107 typically includes an engine and a generator. When the engine is working, it starts and drives the generator. The generator operates under the drive of the engine, generating three-phase AC power, where the maximum charging power can reach the rated power of the range extender 107, thereby improving charging efficiency. Here, the discharge vehicle 100 charges the charging vehicle 200 with DC current, so the three-phase AC power output from the range extender 107 needs to be rectified into stable DC power by the generator controller 106.
[0021] In practical applications, the rechargeable energy storage modules of the discharge vehicle 100 and the charging vehicle 200 may have different voltages, capacities, and charging protocols, so the rechargeable energy storage modules of the discharge vehicle 100 and the charging vehicle 200 cannot be directly connected. Based on this, in the above connection relationship, the fast charging contactor 105 is set at the rear end of the main negative contactor 104. This allows the rechargeable energy storage module 102 of the discharging vehicle 100 to be connected and powered when the vehicle is driving normally. When charging other vehicles, the main negative contactor 104 can disconnect the rechargeable energy storage module 102 of the discharging vehicle 100 from the rechargeable energy storage module of the charging vehicle 200, thus avoiding abnormal situations caused by mutual charging between the rechargeable energy storage modules of the discharging vehicle 100 and the charging vehicle 200. At the same time, after the main negative contactor 104 remains in the open state, the rechargeable energy storage system is completely isolated from the range extender 107. The charging current output by the range extender 107 flows only to the charging vehicle 200 through the fast charging contactor 105, preventing the rechargeable energy storage module 102 from participating in the current circulation.
[0022] During vehicle-to-vehicle charging, the first DC charging socket 111 serves as a discharge interface for charging other vehicles and is connected to the first vehicle controller 101. The first vehicle controller 101 can process the signals received by the first DC charging socket 111 and can also send different signals to the charging vehicle 200 through the first DC charging socket 111 to ensure that the discharging vehicle 100 and the charging vehicle 200 can successfully perform vehicle-to-vehicle charging.
[0023] The first DC charging socket 111 is also connected to the fast charging contactor 105, so that the charging current output by the range extender 107 flows from the fast charging contactor 105 into the first DC charging socket 111, and then flows into the second DC charging socket 111 through the vehicle-to-vehicle charging harness 200 connected to the first DC charging socket 111, thus charging the vehicle 200 and forming a complete vehicle-to-vehicle charging current loop. The first DC charging socket 111 outputs DC current, and the second DC charging socket 302 inputs DC current, i.e., a DC charging mode is adopted. Compared with the inverter-based AC mode, the DC charging mode has a faster charging speed, enabling rapid energy replenishment, and can complement grid-based charging. When the grid load is high, using the vehicle-to-vehicle charging mode can reduce the grid load to a limited extent, enabling rapid energy replenishment for heavy commercial vehicles with large capacities.
[0024] Based on this, after the charging vehicle 200 enters the vehicle-to-vehicle charging mode, the range extender 107 is activated. The range extender 107 converts mechanical energy into electrical energy through a generator. The electrical energy is rectified into DC power by the generator controller 106. The DC power is transmitted to the first DC charging socket through the fast charging contactor 105, and then to the second DC charging socket 302 of the charging vehicle 200 through the vehicle-to-vehicle charging harness 200. Finally, the charging vehicle 200 inputs the electrical energy received from the second DC charging socket 302 into its energy storage system to achieve charging. During the vehicle-to-vehicle charging process, the vehicle range extender 107 can directly charge other vehicles without the need for an additional on-board charger, thereby reducing the overall vehicle cost and increasing the charging rate. Furthermore, the mobility of the discharging vehicle 100 can solve the problem of remote rescue for heavy commercial vehicles.
[0025] In one embodiment, the vehicle-to-vehicle charging harness 200 includes a first charging plug 201, which is connected to a first DC charging socket 111. The first DC charging socket 111 and the first charging plug 201 consist of different signal ports, including a first control signal port (CC1), a second control signal port (CC2), and a ground port (PE). Specifically, the connections of each signal port are as follows: PE is directly connected to the ground port (GND) of the discharging vehicle 100 via a low-voltage harness; CC2 in the first DC charging socket 111 is connected to the first vehicle controller 101; CC2 in the first charging plug 201 is connected to PE via a first resistor R1; and CC1 in the first DC charging socket 111 is left floating and connected to GND via a third resistor R2.
[0026] CC2 is a dedicated control signal line, primarily used to transmit port connection status information of the first DC charging socket 111. When the vehicle-to-vehicle charging harness 200 is connected to the first DC charging socket 111 and the second DC charging socket 302, it indicates that the discharging vehicle 100 needs external charging, thus requiring the first vehicle controller 101 to manage the charging process of the discharging vehicle 100. Based on this, the discharging vehicle 100 detects through hardware that the first resistor R1 is connected to the CC2 port, i.e., detects that the CC2 port is on, thereby generating a start signal at the CC2 port and transmitting the start signal to the first vehicle controller 101, thus activating the first vehicle controller 101.
[0027] In practical applications, the first DC charging socket 111 of the discharging vehicle 100 can be connected to a DC fast charging plug to enter DC fast charging mode, that is, to charge the discharging vehicle 100 through the DC fast charging plug. In this embodiment, the first DC charging socket 111 can also be connected to a vehicle-to-vehicle charging harness 200 to enter vehicle-to-vehicle charging mode, that is, to charge the charging vehicle 200 through the discharging vehicle 100. Since the discharging vehicle 100 supports two different charging modes, the first vehicle controller 101 needs to determine which charging mode the discharging vehicle 100 needs to process.
[0028] Understandably, if the discharging vehicle 100 is in a DC fast charging scenario, the first DC charging socket 111 is connected to the DC fast charging plug. In this case, the resistor connected to CC2 of the first DC charging socket 111 is the same as the resistor of the DC fast charging plug. However, if the discharging vehicle 100 is in a vehicle-to-vehicle charging scenario, the vehicle-to-vehicle charging harness 200 is used to connect the first DC charging socket 111 of the discharging vehicle 100 to the second DC charging socket 302 of the charging vehicle 200. In this case, the resistor connected to CC2 of the first DC charging socket 111 is the same as the resistor of the first charging plug 201. Therefore, by setting the resistor of the DC fast charging plug and the resistor of the first charging plug 201 to different values, the first resistor R1, as the connecting device between CC2 and PE of the first charging plug 201 of the vehicle-to-vehicle charging harness 200, has its resistance value representing the vehicle-to-vehicle charging mode. This makes the resistance value connected to CC2 the basis for identifying the charging mode. The resistance value of the DC fast charging plug is 1000±30Ω, and the resistance value of the first resistor R1 in the first charging plug 201 is not 1000±30Ω.
[0029] Based on this, the first vehicle controller 101 can determine whether the discharging vehicle 100 has entered the vehicle-to-vehicle charging mode by detecting the resistance value of the first resistor R1 connected to CC2.
[0030] In the above embodiments, the vehicle can achieve vehicle-to-vehicle charging by using the vehicle's DC charging socket without affecting the normal DC charging function, without the need to install additional components, thus reducing the overall vehicle cost.
[0031] In one embodiment, the range-extended vehicle-to-vehicle charging system further includes a second vehicle controller 301, which is responsible for charging management on the charging vehicle side.
[0032] The vehicle-to-vehicle charging harness 200 also includes a second charging plug 202 and a harness for connecting the first charging plug 201 and the second charging plug 202. The charging plug is used to connect to the second DC charging socket 302.
[0033] Similar to the first DC charging socket 111 and the first charging plug 201, the second DC charging socket 302 and the second charging plug 202 include a first control signal port (CC1), a second control signal port (CC2), and a ground port (PE). Specifically, the connections of each signal port are as follows: the PE port is directly connected to the ground port (GND) of the charging vehicle 200 via a low-voltage wiring harness; the CC2 port of the second DC charging socket 302 is connected to the second vehicle controller 301; the CC2 port of the second charging plug 202 is connected to the PE port via a second resistor R3; and the CC1 port of the second DC charging socket 302 is left floating and connected to GND via a fourth resistor R4.
[0034] Similar to the discharging vehicle 100, the charging vehicle 200 also supports both DC fast charging and vehicle-to-vehicle charging modes. Therefore, it is necessary to confirm whether the second DC charging socket 302 is connected to a DC fast charging plug or the vehicle-to-vehicle charging harness 200. The resistance values configured for the CC2 port in the DC fast charging plug and the vehicle-to-vehicle charging harness 200 differ. The resistance value of the resistor connected to the CC2 port in the DC fast charging plug is 1000±30Ω, while the resistance value of the resistor connected to the CC2 port in the second charging plug 202 of the vehicle-to-vehicle charging harness 200 is not 1000±30Ω.
[0035] Based on this, the second vehicle controller 301 needs to determine whether the charging vehicle 200 has entered the vehicle-to-vehicle charging mode according to the resistance value of the second resistor R3R3 connected to the CC2 port.
[0036] In one embodiment, the range-extended vehicle-to-vehicle charging system further includes an auxiliary power contactor 110, one end of which is connected to a low-voltage power supply (24V) that supplies power to the low-voltage components in the system. The first vehicle controller 101 can control the on / off state of the auxiliary power contactor 110, thereby disconnecting or connecting the low-voltage power supply.
[0037] The first DC charging socket 111 and the second DC charging socket 302 include different signal ports, including a positive control signal port (A+) and a negative signal control port (A-). The A+ port of the first DC charging socket 111 is connected to the auxiliary power contactor 110, and the A- port of the first DC charging socket 111 is connected to the first vehicle controller 101.
[0038] When the auxiliary power contactor 110 is closed, it connects to the low-voltage power supply and transmits a positive voltage. Port A- serves as a reference voltage, forming a voltage difference with port A+. In practical applications, ports A+ and A- typically transmit signals through voltage changes. When the auxiliary power contactor 110 is closed, port A+ is connected to the low-voltage power supply, causing a voltage change between ports A+ and A-, creating a voltage difference. This voltage difference acts as a start signal, transmitted from ports A+ and A- of the first DC charging socket 111 to ports A+ and A- of the second DC charging socket 302. The second DC charging socket 302 receives the start signal and, through this signal, activates the second vehicle controller 301 of the charging vehicle 200.
[0039] In one embodiment, the first DC charging socket 111 further includes a DC positive port (DC+) and a DC negative port (DC-), wherein a fast charging positive contactor and a fast charging negative contactor are respectively connected to the DC+ port and the DC- port of the first DC charging socket 111. After confirming that the discharging vehicle 100 and the charging vehicle 200 have entered the vehicle-to-vehicle charging mode, the first vehicle controller 101 controls both the fast charging positive contactor and the fast charging negative contactor to be in a closed state, thereby establishing a DC high-voltage path for vehicle-to-vehicle charging, allowing the charging current to flow normally, so that the charging current can enter the vehicle-to-vehicle charging harness 200 from the first DC charging socket 111 through the fast charging contactor 105 and be transmitted to the charging vehicle 300.
[0040] It should be noted that the second DC charging socket 302, the first charging plug 201, and the second charging plug 202 each include a DC+ port and a DC- port. The charging current flows out from the DC+ port and DC- port of the first DC charging socket 111 through the vehicle-to-vehicle charging harness 200, and then flows into the DC+ port and DC- port of the second DC charging socket 302, so that the charging vehicle 200 can store the electrical energy provided by the discharging vehicle 100 into the power battery pack.
[0041] In one embodiment, the first DC charging socket 111 and the second DC charging socket 302 further include a positive signal port (S+) and a negative signal port (S-), wherein the S+ port and S- port of the first DC charging socket 111 are directly connected to the first vehicle controller 101 through a low-voltage wiring harness, and the S+ port and S- port of the second DC charging socket 302 are directly connected to the second vehicle controller 301 through a low-voltage wiring harness.
[0042] The S+ and S- ports are low-voltage signal lines used for information exchange between two vehicles. They are primarily responsible for transmitting status information related to charging conditions. After both the discharging vehicle 100 and the charging vehicle 200 enter vehicle-to-vehicle charging mode, they exchange signals using the S+ and S- ports. The exchanged signals may include the following:
[0043] (1) The status of the vehicle's electrical interface, such as whether the connection is reliable, whether there are short circuits or open circuits, etc.
[0044] (2) Voltage and current capability. The discharge vehicle 100 can obtain the maximum allowable charging voltage and current of the charging vehicle 200 through the exchanged signals, so that the discharge vehicle 100 can determine whether the charging requirements of the charging vehicle 200 are met.
[0045] (3) Fault diagnosis information, such as grounding faults, contactor abnormalities, etc.
[0046] After completing the signal interaction, the first vehicle controller 101 can determine whether the charging vehicle 200 meets the charging conditions based on the signals received from the S+ and S- ports of the first DC charging socket 111. This includes confirming whether the connection of the charging vehicle 200 is reliable, determining whether the charging demand of the charging vehicle 200 is within the capability range of the range extender 107 of the discharging vehicle 100, and confirming that there are no abnormalities (such as communication timeouts or error codes) during the signal interaction process. Similarly, the second vehicle controller 301 can determine whether the discharging vehicle 100 meets the charging conditions based on the signals received from the S+ and S- ports of the second DC charging socket 302. This includes checking whether the discharging vehicle 100 has charging capability, confirming whether the discharging vehicle 100 can provide stable power, and confirming that there are no abnormalities during the signal interaction process.
[0047] Once it is confirmed that both the discharging vehicle 100 and the charging vehicle 200 meet the vehicle-to-vehicle charging conditions, the first vehicle controller 101 then controls the operation of each component in the discharging vehicle 100, so that the discharging vehicle 100 can provide charging current to the charging vehicle 200 through the range extender 107.
[0048] In one embodiment, the first vehicle controller 101 can also control the generator controller 106 to adjust the power output of the range extender 107 according to the charging capacity of the charging vehicle 200. The charging capacity of the charging vehicle 200 is primarily determined by the charging voltage range, maximum charging current, and target power requirement. The charging vehicle 200 feeds this information back to the discharging vehicle 100 via its S+ and S- ports. The power output of the range extender 107 is primarily determined by the requirements fed back by the charging vehicle 200 (the allowable voltage, current, and power range of the charging vehicle 200), the capacity of the range extender 107, and the system protection mechanisms.
[0049] The first vehicle controller 101 receives charging parameters, including target voltage, current, and power, from the charging vehicle 200 via its S+ and S- ports. The first vehicle controller 101 then calculates the required power generation based on the demand and the current state of the range extender 107, and generates corresponding control commands. The generator controller 106 adjusts the power generation of the range extender 107 according to the control commands to match the demand of the charging vehicle 200. Under normal circumstances, the charging demand of the charging vehicle 200 changes with the battery's state of charge. During the constant current phase, the range extender 107 needs to provide a higher current; during the constant voltage phase, the range extender 107 needs to gradually reduce its power generation.
[0050] During vehicle-to-vehicle charging, the discharging vehicle 100 and the charging vehicle 200 continuously interact through the S+ and S- ports to monitor the voltage and current matching in real time. If the demand changes (such as the charging vehicle 200 entering the constant voltage stage), the first vehicle controller 101 will dynamically adjust the power generation of the range extender 107 to match the power generation of the range extender 107 with the charging demand of the charging vehicle 200, thus preventing battery damage caused by excessive voltage or current.
[0051] In one embodiment, the range-extended vehicle-to-vehicle charging system further includes a pre-charge module 103, which is connected to the rechargeable energy storage module 102. It should be noted that the fast-charging positive contactor is located at the front end of the pre-charge module 103, enabling the range-extended vehicle-to-vehicle charging system to pre-charge modules such as the generator controller 106 of the discharging vehicle 100 when the discharging vehicle 100 is charging the charging vehicle 200.
[0052] The pre-charge module 103 includes a main positive contactor 1031, a pre-charge contactor 1032, and a pre-charge resistor R5. The pre-charge contactor 1032 and the pre-charge resistor R5 form a pre-charge circuit to realize the pre-charge function. The main positive contactor 1031 is used to form a closed vehicle-to-vehicle charging circuit.
[0053] The main function of pre-charging is to gradually increase the voltage of the high-voltage circuit of the system through the pre-charging resistor R5, avoiding surges caused by excessive voltage differences, helping to stabilize the system voltage, and preventing damage or high-voltage faults. Based on this, during pre-charging, the first vehicle controller 101 controls the pre-charging contactor 1032 to close and the main positive contactor 1031 to open, thereby pre-charging the generator controller 106 through the pre-charging circuit. When the voltage reaches a certain stable value, i.e., when pre-charging is complete, the first vehicle controller 101 controls the pre-charging contactor 1032 to open, ending the pre-charging of the generator controller 106, and controls the main positive contactor 1031 to close, so that the electrical energy output by the range extender 107 can flow into the charging vehicle 200 through the closed main positive contactor 1031, from the fast charging contactor 105 and the first DC charging socket 111 via the vehicle-to-vehicle charging harness 200.
[0054] It should be noted that the discharging vehicle 100 in the range-extended vehicle-to-vehicle charging system may also include a drive motor module 108 and other high-voltage control modules 109. The rechargeable energy storage module 102 connects to the drive motor module 108 and other high-voltage control modules 109 via a high-voltage wiring harness through a pre-charge module 103 and a main negative contactor 104. The first vehicle controller 101 controls the drive motor module 108 and other high-voltage control modules 109 via a bus or hardwired connection. During pre-charging, the pre-charge module 103 can pre-charge the drive motor module 108 and other high-voltage control modules 109.
[0055] In practical applications, the drive motor module 108 is the core of the vehicle's power system, responsible for converting electrical energy into mechanical energy to drive the vehicle and provide acceleration, deceleration, and regenerative braking functions; other high-voltage control modules 109 are responsible for managing and controlling other aspects of high-voltage electrical systems, including battery management, charging control, and power distribution, to ensure the safe and efficient operation of the system.
[0056] In the above embodiments, the range-extended vehicle-to-vehicle charging system includes a discharging vehicle, a charging vehicle, and a vehicle-to-vehicle charging harness. The discharging vehicle includes a first vehicle controller, a rechargeable energy storage module, a main negative contactor, a fast-charging contactor, a generator controller, a range extender, an auxiliary power contactor, and a first DC charging socket. The charging vehicle includes a second vehicle controller and a second DC charging socket. The vehicle-to-vehicle charging harness connects the first and second DC charging sockets. The main negative contactor disconnects the rechargeable energy storage module from the discharging vehicle to ensure safe vehicle-to-vehicle charging. The auxiliary power contactor connects the low-voltage power supply to the first DC charging socket to activate the charging vehicle for vehicle-to-vehicle charging. The three-phase AC power output from the range extender is rectified into DC power by the generator controller and then flows from the fast-charging contactor and the first DC charging socket through the vehicle-to-vehicle charging harness to the second DC charging socket of the charging vehicle. This enables direct DC charging of the charging vehicle using the range extender, effectively improving charging efficiency and achieving rapid energy replenishment.
[0057] In one embodiment, as shown in FIG2, FIG2 provides a range-extended vehicle-to-vehicle charging method applied to the range-extended vehicle-to-vehicle charging system shown in FIG1. The method may include the following steps:
[0058] Step S101: Connect the discharging vehicle and the charging vehicle through the vehicle-to-vehicle charging harness.
[0059] Here, the discharging vehicle 100 is a vehicle that provides electric power based on the range extender 107, and the charging vehicle 200 is the vehicle that needs to be charged. During the vehicle-to-vehicle charging process, the discharging vehicle 100 and the charging vehicle 200 need to be connected through the vehicle-to-vehicle charging harness 200 to form an energy transmission channel. Thus, the discharging vehicle 100 can transmit the electric power generated by the range extender 107 to the charging vehicle 200, and the discharging vehicle 100 and the charging vehicle 200 can also exchange status information through the vehicle-to-vehicle charging harness 200 for intelligent charging management.
[0060] Step S102: Start the first vehicle controller of the discharge vehicle based on the second control signal port of the first DC charging socket of the discharge vehicle, and determine whether the discharge vehicle is in vehicle-to-vehicle charging mode according to the resistance value of the first resistor connected to the second control signal.
[0061] The vehicle-to-vehicle charging harness 200 includes a first charging plug 201. During the process of connecting the vehicle-to-vehicle charging harness 200 to the discharge vehicle 100, the first charging plug 201 is connected to the first DC charging socket 111.
[0062] In practical applications, the first DC charging socket 111 and the first charging plug 201 include different signal ports, including a second control signal port (CC2). In the first charging plug 201, the CC2 port is connected to the ground signal port PE through a first resistor R1. Based on this, when the first charging plug 201 is connected to the first DC charging socket 111, the CC2 port is connected to the first resistor R1, causing the CC2 port to activate. This generates a start signal, which is used to wake up the first vehicle controller 101 of the discharging vehicle 100.
[0063] Understandably, the discharging vehicle 100 supports both DC fast charging and vehicle-to-vehicle charging modes. Specifically, the first DC charging socket 111 can be connected to a DC fast charging plug to charge the discharging vehicle 100 using the power grid. Additionally, the first DC charging socket 111 can also be connected to a vehicle-to-vehicle charging harness 200 to charge the charging vehicle 200. Therefore, the discharging vehicle 100 needs to determine the current charging mode before commencing the corresponding charging process to ensure charging safety. The resistance value of the resistor configured for the CC2 port in the DC fast charging plug is different from the resistance value configured for the CC2 port in the first charging plug 201. This results in a change in the resistance value connected to the CC2 port in the first DC charging socket 111. Typically, the resistance value connected to the CC2 port in the DC fast charging plug is 1000±30Ω, while the resistance value connected to the CC2 port in the first charging plug 201 is not 1000±30Ω. Therefore, the first vehicle controller 101 can determine whether the discharging vehicle 100 has entered the vehicle-to-vehicle charging mode based on the resistance value of the first resistor R1 connected to the CC2 port.
[0064] Step S103: After the discharging vehicle enters the vehicle-to-vehicle charging mode, the first vehicle controller controls the auxiliary power contactor to close so as to start the second vehicle controller of the charging vehicle through the positive control signal port and negative control signal port of the first DC charging socket, and determines whether the charging vehicle is in the vehicle-to-vehicle charging mode according to the resistance value of the second resistor connected to the second control signal port of the second DC charging socket.
[0065] During vehicle-to-vehicle charging, both the discharging vehicle 100 and the charging vehicle 200 need to enter vehicle-to-vehicle charging mode so that the discharging vehicle 100 can provide power to the charging vehicle 200. In practical applications, the charging vehicle 200 is in standby mode when not activated. An unactivated charging vehicle 200 may not be able to respond correctly to vehicle-to-vehicle charging requests or perform signal interaction. Therefore, after the discharging vehicle 100 enters vehicle-to-vehicle charging mode, it needs to activate the charging vehicle 200 to initiate the vehicle-to-vehicle charging process. Specifically, the first vehicle controller 101 controls the auxiliary power contactor 110 to close, so that the low-voltage power supply (24V) will be connected to the positive control signal port (A+) in the first DC charging socket 111, and the negative control signal port (A-) in the first DC charging socket 111 will be connected to the first vehicle controller 101. Thus, there is a voltage difference between the A+ port and the A- port, generating a start signal. This start signal will be transmitted to the second vehicle controller 301 through the A+ port and the A- port in the second DC charging socket 302 via the vehicle-to-vehicle charging harness 200, thereby waking up the second vehicle controller 301.
[0066] The charging vehicle 200 also supports DC fast charging and vehicle-to-vehicle charging modes. Specifically, the second DC charging socket 302 can be connected to a DC fast charging plug to charge the discharging vehicle 100 using the power grid. Additionally, the second DC charging socket 302 can also be connected to a vehicle-to-vehicle charging harness 200 to charge the charging vehicle 200. Therefore, the charging vehicle 200 also needs to determine the current charging mode to initiate the corresponding charging process and ensure charging safety.
[0067] In practical applications, the second DC charging socket 302 and the second charging plug 202 contain different signal ports, including a second control signal port CC2. In the second charging plug 202, the CC2 port is connected to the ground signal port PE through a second resistor R2. After the second DC charging socket 302 is connected to the second charging plug 202, the CC2 port in the second DC charging socket 302 is connected to the second resistor R2. Based on this, the activated second vehicle controller 301 determines whether the charging vehicle 200 has entered the vehicle-to-vehicle charging mode according to the resistance value of the second resistor R3 connected to the CC2 port of the second DC charging socket 302. Typically, the resistance value connected to the CC2 port in a DC fast charging plug is 1000±30Ω, while the resistance value connected to the CC2 port in the second charging plug 202 is not 1000±30Ω.
[0068] Step S104: After confirming that the charging vehicle has entered the vehicle-to-vehicle charging mode, signal interaction is performed based on the positive signal port and negative signal port of the first DC charging socket and the second DC charging socket, and it is determined whether the discharging vehicle and the charging vehicle meet the vehicle-to-vehicle charging conditions based on the interaction signal.
[0069] Here, after confirming that both the discharging vehicle 100 and the charging vehicle 200 have entered vehicle-to-vehicle charging mode, it is necessary to determine whether the discharging vehicle 100 and the charging vehicle 200 meet the vehicle-to-vehicle charging conditions. Both the first DC charging socket 111 and the second DC charging socket 302 include a positive signal port (S+) and a negative signal port (S-). The discharging vehicle 100 and the charging vehicle 200 can exchange signals through the S+ and S- ports. The exchanged signals may include the following:
[0070] (1) The status of the vehicle's electrical interface, such as whether the connection is reliable, whether there are short circuits or open circuits, etc.
[0071] (2) Voltage and current capability. The discharge vehicle 100 can obtain the maximum allowable charging voltage and current of the charging vehicle 200 through the exchanged signals, so that the discharge vehicle 100 can determine whether the charging requirements of the charging vehicle 200 are met.
[0072] (3) Fault diagnosis information, such as grounding faults, contactor abnormalities, etc.
[0073] After the signal exchange is completed, the first vehicle controller 101 determines whether the charging vehicle 200 has the conditions for vehicle-to-vehicle charging based on the exchanged signals, and the second vehicle controller 301 determines whether the discharging vehicle 100 has the conditions for vehicle-to-vehicle charging based on the exchanged signals. In practical applications, the vehicle-to-vehicle charging conditions are used to ensure that the discharging vehicle 100 and the charging vehicle 200 can successfully perform vehicle-to-vehicle charging. The vehicle-to-vehicle charging conditions generally include confirming whether the connection of the charging vehicle 200 is reliable, determining whether the charging demand of the charging vehicle 200 is within the capacity of the range extender 107 of the discharging vehicle 100, and confirming that there are no abnormalities (such as communication timeouts, error codes, etc.) during the signal exchange process.
[0074] Step S105: When the discharging vehicle and the charging vehicle meet the vehicle-to-vehicle charging conditions, control the fast charging contactor and the pre-charging module to close, and control the main positive contactor to open. After the pre-charging is completed, control the pre-charging contactor to open and control the main positive contactor to close.
[0075] If it is confirmed that the discharging vehicle 100 and the charging vehicle 200 meet the conditions for vehicle-to-vehicle charging, it indicates that the discharging vehicle 100 and the charging vehicle 200 are capable of performing vehicle-to-vehicle charging. As a result, the first vehicle controller 101 will control the various components in the discharging vehicle 100 so that the discharging vehicle 100 can smoothly output the charging current.
[0076] It is understandable that the discharge vehicle 100 needs to form a complete charging circuit in order to output charging current. Referring to Figure 1, in order to ensure that the charging current output from the range extender 107 can flow smoothly into the charging vehicle 200, the first vehicle controller 101 needs to control the main positive contactor 1031 and the fast charging contactor 105 to close.
[0077] To avoid surges caused by excessive voltage differences, the generator controller 106 needs to be pre-charged before the main positive contactor 1031 is closed. The first vehicle controller 101 controls the pre-charge contactor 1032 in the pre-charge module 103 to close and the main positive contactor 1031 to open. A pre-charge circuit in the discharging vehicle 100 is constructed through the closed pre-charge contactor 1032 and the pre-charge resistor R5. During pre-charge, the voltage of the system's high-voltage circuit is gradually increased through the pre-charge resistor R5, thereby pre-charging the generator controller 106. After pre-charging is complete, the first vehicle controller 101 then controls the pre-charge contactor 1032 in the pre-charge module 103 to open, thus ending the pre-charge, and controls the main positive contactor 1031 in the pre-charge module 103 to close, thus forming a complete vehicle-to-vehicle charging circuit to provide normal charging current to the charging vehicle 200.
[0078] It should be noted that in the range-extended vehicle-to-vehicle charging system, the rechargeable energy storage module 102 is connected to the main negative contactor 104. Throughout the vehicle-to-vehicle charging process, the first vehicle controller 101 controls the main negative contactor 104 to remain open. When the main negative contactor 104 is open, the connection between the rechargeable energy storage module 102 of the discharging vehicle 100 and the charging vehicle 200 is disconnected, preventing abnormal situations caused by mutual charging between the rechargeable energy storage modules of the two vehicles. The main negative contactor 104 does not affect the use of the rechargeable energy storage module 102 of the discharging vehicle 100 during normal vehicle operation.
[0079] Step S106: Start the range extender to charge the charging vehicle.
[0080] Here, after the first vehicle controller 101 establishes a complete closed vehicle-to-vehicle charging circuit, the discharging vehicle 100 and the charging vehicle 200 complete the high-voltage connection process. Consequently, the first vehicle controller 101 controls the range extender 107 to start, charging the charging vehicle 200. The range extender 107 typically includes an engine and a generator. After the range extender 107 starts, the engine starts and drives the generator. The generator operates under the engine's drive, generating three-phase AC power. Since the discharging vehicle 100 charges the charging vehicle 200 via DC charging, the three-phase AC power output from the range extender 107 needs to be rectified into DC power by the generator controller 106. During vehicle-to-vehicle charging, the maximum charging power can reach the rated power of the range extender 107, thereby effectively improving charging efficiency.
[0081] The first DC charging socket 111 and the second DC charging socket 302 also include a DC positive port DC+ and a DC negative port DC-. The fast charging positive contactor in the fast charging contactor 105 is connected to the DC+ port, and the fast charging negative contactor is connected to the DC- port. Thus, the charging current output by the range extender 107 flows out from the DC+ and DC- ports of the first DC charging socket 111 through the fast charging contactor 105, and flows into the charging vehicle 200 from the DC+ and DC- ports of the second DC charging socket 302.
[0082] During vehicle-to-vehicle charging, the first vehicle controller 101 can adjust the power output of the range extender 107 via the generator controller 106 based on the charging capacity allowed by the charging vehicle 200. Specifically, during vehicle-to-vehicle charging, the first vehicle controller 101 receives charging parameters fed back from the charging vehicle 200 through the S+ and S- ports. The first vehicle controller 101 calculates the required power output based on the fed-back charging parameters and the current state of the range extender 107, and sends corresponding control commands to the generator controller 106. The generator then adjusts the power output of the range extender 107 according to the control commands, ensuring that the power output of the range extender 107 matches the charging capacity allowed by the charging vehicle 200.
[0083] In the above embodiments, the discharging vehicle and the charging vehicle are connected via a vehicle-to-vehicle charging harness. Based on the first vehicle controller of the discharging vehicle and the second vehicle controller of the charging vehicle, it is determined whether the discharging vehicle and the charging vehicle have entered the vehicle-to-vehicle charging mode and whether they meet the vehicle-to-vehicle charging conditions. If they have entered the vehicle-to-vehicle charging mode and meet the vehicle-to-vehicle charging conditions, the first vehicle controller controls the contactor in the discharging vehicle to form a complete closed vehicle-to-vehicle charging circuit. This ensures that the charging current output by the range extender can flow smoothly into the charging vehicle, realizing the direct charging of other vehicles using the range extender. Moreover, this charging method adopts a DC charging mode, which can improve the charging rate and achieve rapid energy replenishment.
[0084] In one embodiment, a discharge vehicle is provided, comprising a first vehicle controller 101, a rechargeable energy storage module 102, a main negative contactor 104, a fast charging contactor 105, a range extender 107, an auxiliary power contactor 110, and a first DC charging socket 111. The connection relationships between the various components in the discharge vehicle 100 and the operation of each component can be referred to the description and explanation of the above embodiments based on the range-extended vehicle-to-vehicle charging system, and will not be repeated here.
[0085] In one embodiment, a charging vehicle is provided, comprising a second vehicle controller 301 and a second DC charging socket 302. The connection relationships between the various components in the charging vehicle 200 and the operation of each component can be referred to the description and explanation of the above embodiments based on the range-extended vehicle-to-vehicle charging system, and will not be repeated here.
[0086] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0087] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0088] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.
Claims
1. A range-extended vehicle-to-vehicle charging system, comprising a first vehicle controller (101), a rechargeable energy storage module (102), a main and negative contactor (104), a fast-charging contactor (105), a generator controller (106), a range extender (107), a first DC charging socket (111), and a second DC charging socket (302), wherein, The first vehicle controller (101) controls the main negative contactor (104), the contactor (105), the generator controller (106), and the range extender (107); The rechargeable energy storage module (102) is connected to the fast charging contactor (105) and the generator controller (106) respectively through the main negative contactor (104); the main negative contactor (104) is used to disconnect the rechargeable energy storage module (102) from the charging vehicle (300); the generator controller (106) is connected to the range extender (107) through a high-voltage three-phase harness, and is used to convert the three-phase AC power output by the range extender (107) into DC power; The first DC charging socket (111) is connected to the fast charging contactor (105) and the first vehicle controller (101) respectively; The vehicle-to-vehicle charging harness (200) is used to connect the first DC charging socket (111) and the second DC charging socket (302); the fast charging contactor (105) is used to transmit the charging current output by the range extender (107) to the second DC charging socket (302) via the vehicle-to-vehicle charging harness (200) connected to the first DC charging socket (111).
2. The range-extended vehicle-to-vehicle charging system according to claim 1, wherein, The vehicle-to-vehicle charging harness (200) includes a first charging plug (201) connected to the first DC charging socket (111); the first charging plug (201) and the first DC charging socket (111) include a first control signal port, a second control signal port, and a ground port; The first control signal port of the first DC charging socket (111) is left floating, and the second control signal port of the first DC charging socket (111) is connected to the first vehicle controller (101); the second control signal port of the first charging plug (201) is connected to the ground port through the first resistor (R1). The second control signal port of the first DC charging socket (111) is used to start the first vehicle controller (101). The first vehicle controller (101) is used to determine whether the discharging vehicle (100) has entered the vehicle-to-vehicle charging mode based on the resistance value of the first resistor (R1).
3. The range-extended vehicle-to-vehicle charging system according to claim 2, wherein, The range-extended vehicle-to-vehicle charging system also includes a second vehicle controller (301). The vehicle-to-vehicle charging harness (200) includes a second charging plug (202) connected to the second DC charging socket (302), and the first charging plug (201) and the second charging plug (202) are connected by the harness; The second DC charging socket (302) and the second charging plug (202) include a first control signal port, a second control signal port, and a ground port; the first control signal port of the second DC charging socket (302) is left floating, and the second control signal port of the second DC charging socket (302) is connected to the second vehicle controller (301); the second control signal port of the second charging plug (202) is connected to the ground port through a second resistor (R3); The second vehicle controller is used to determine whether the charging vehicle (300) has entered the vehicle-to-vehicle charging mode based on the resistance value of the second resistor (R3).
4. The range-extended vehicle-to-vehicle charging system according to claim 3, wherein, The range-extended vehicle-to-vehicle charging system also includes an auxiliary power contactor (110), which is used to connect a low-voltage power supply to the first DC charging socket (111). The first DC charging socket (111) and the second DC charging socket (302) include a positive control signal port and a negative control signal port; the positive control signal port of the first DC charging socket (111) is connected to the auxiliary power contactor (110), and the negative control signal port is connected to the first vehicle controller (101); The first vehicle controller (101) is used to control the auxiliary power contactor (110) to close; the closed auxiliary power contactor (110) is used to start the second vehicle controller (301) through the positive control signal port and negative control signal port of the first DC charging socket (111).
5. The range-extended vehicle-to-vehicle charging system according to claim 3 or 4, wherein, The first DC charging socket (111) includes a DC positive port and a DC negative port. The DC positive port is connected to the fast charging positive contactor, and the DC negative port is connected to the fast charging negative contactor. After the discharging vehicle (100) and the charging vehicle (300) enter the vehicle-to-vehicle charging mode, the first vehicle controller (101) controls the fast charging contactor (105) to close.
6. The range-extended vehicle-to-vehicle charging system according to claim 5, wherein, The first DC charging socket (111) and the second DC charging socket (302) also include a positive signal port and a negative signal port for signal interaction; The first vehicle controller (101) is used to determine whether the charging vehicle (300) meets the vehicle-to-vehicle charging conditions based on the signals received by the positive signal port and negative signal port of the first DC charging socket (111). The second vehicle controller (301) is used to determine whether the discharging vehicle (100) meets the vehicle-to-vehicle charging conditions based on the signals received from the positive signal port and the negative signal port of the second DC charging socket (302).
7. The range-extended vehicle-to-vehicle charging system according to any one of claims 1-6, wherein, The first vehicle controller (101) is also used to control the generator controller (106) so that the power generation of the range extender (107) matches the charging capacity of the charging vehicle (300).
8. The range-extended vehicle-to-vehicle charging system according to claim 7, wherein, The range-extended vehicle-to-vehicle system also includes a pre-charging module (103), which consists of a main positive contactor (1031), a pre-charging contactor (1032), and a pre-charging resistor (R5). The pre-charging module (103) is used to pre-charge the generator controller (106). The first vehicle controller (101) is used to control the pre-charging contactor (1032) to close and the main positive contactor (1031) to open during pre-charging, and to control the pre-charging contactor (1032) to open and the main positive contactor (1031) to close after pre-charging is completed.
9. A method for charging a range-extended vehicle to another vehicle, applied to the range-extended vehicle to another vehicle charging system according to any one of claims 1-8, the method comprising: Connect the discharging vehicle and the charging vehicle using a vehicle-to-vehicle charging harness. The first vehicle controller of the discharge vehicle is activated based on the second control signal port of the first DC charging socket of the discharge vehicle, and the first vehicle controller of the discharge vehicle is determined according to the resistance value of the first resistor connected to the second control signal to determine whether the discharge vehicle is in vehicle-to-vehicle charging mode. After the discharging vehicle enters the vehicle-to-vehicle charging mode, the first vehicle controller controls the auxiliary power contactor to close so as to start the second vehicle controller of the charging vehicle through the positive control signal port and negative control signal port of the first DC charging socket, and determines whether the charging vehicle is in the vehicle-to-vehicle charging mode according to the resistance value of the second resistor connected to the second control signal port of the second DC charging socket. After confirming that the charging vehicle has entered the vehicle-to-vehicle charging mode, signal interaction is performed based on the positive and negative signal ports of the first DC charging socket and the second DC charging socket, and it is determined whether the discharging vehicle and the charging vehicle meet the vehicle-to-vehicle charging conditions based on the interaction signal. When the discharging vehicle and the charging vehicle meet the vehicle-to-vehicle charging conditions, the fast charging contactor and the pre-charging module are controlled to close sequentially, and after the pre-charging is completed, the pre-charging contactor of the pre-charging module is controlled to open. The range extender is activated to charge the vehicle.
10. A discharge vehicle, comprising, as described in claim 1, a first vehicle controller (101), a rechargeable energy storage module (102), a main negative contactor (104), a fast charging contactor (105), a generator controller (106), a range extender (107), and a first DC charging socket (111), wherein, The rechargeable energy storage module (102) is connected to the fast charging contactor (105) and the generator controller (106) respectively through the main negative contactor (104); the main negative contactor (104) is used to disconnect the rechargeable energy storage module (102) from the charging vehicle (300); the generator controller (106) is connected to the range extender (107) through a high-voltage three-phase harness, and is used to convert the three-phase AC power output by the range extender (107) into DC power; The first DC charging socket (111) is connected to the fast charging contactor (105) and the first vehicle controller (101) respectively; In the vehicle-to-vehicle charging mode, the first DC charging socket (111) is connected to the second DC charging socket (302) of the charging vehicle (300) via the vehicle-to-vehicle charging harness (200); the fast charging contactor (105) is used to transmit the charging current output by the range extender (107) to the charging vehicle (300) via the vehicle-to-vehicle charging harness (200) connected to the first DC charging socket (111).
11. A charging vehicle, comprising a second vehicle controller (301) and a second DC charging socket (302) as claimed in claim 1, wherein, The second DC charging socket (302) is connected to the first DC charging socket (111) of the discharging vehicle (100) via the vehicle-to-vehicle charging harness (200); The second DC charging socket (302) is used to start the second vehicle controller (301) according to the determination signal output by the discharge vehicle (100) through the first DC charging socket (111). In the vehicle-to-vehicle charging mode, the charging current output by the range extender (107) of the discharging vehicle (100) is input to the charging vehicle (300) through the second DC charging socket (302).