CN108116242B

CN108116242B - Transport vehicle, electric vehicle and electric vehicle charging method

Info

Publication number: CN108116242B
Application number: CN201611064266.8A
Authority: CN
Inventors: 赵莎; 唐帅; 张爱艳; 孙铎
Original assignee: Audi AG
Current assignee: Audi AG
Priority date: 2016-11-28
Filing date: 2016-11-28
Publication date: 2022-04-12
Anticipated expiration: 2036-11-28
Also published as: WO2018096001A1; CN108116242A

Abstract

The application discloses a ferry vehicle, an electric automobile and a method for charging and recharging the electric automobile. The ferry vehicle comprises an information acquisition unit configured to acquire the position of the ferry vehicle; an information sharing unit configured to share the position of the ferry vehicle to the electric vehicle, and guide the electric vehicle to approach the ferry vehicle; and a car charger configured to charge at least one electric car entering the cabin of the ferry car. By arranging the automobile charger inside the ferry vehicle, the problems of low instantaneous power caused by the adoption of a wireless charging lane, attenuation and interference of electromagnetic waves caused by wireless electromagnetic wave charging and the like are solved, and therefore rapid charging is achieved. Meanwhile, the charging process can be carried out in the traveling ferry vehicle, so that the charging is safer and more convenient.

Description

Transport vehicle, electric vehicle and electric vehicle charging method

Technical Field

The present disclosure relates generally to the field of automobiles, and more particularly to the field of electric vehicle charging, and more particularly to a ferry vehicle for charging an electric vehicle and an electric vehicle capable of charging from the ferry vehicle. The disclosure also relates to a method of charging an electric vehicle.

Background

Due to the characteristics of low energy consumption, environmental protection and the like, electric automobiles are increasingly popular in recent years. Especially, the electric automobile is advanced in driving, and the performance of the power performance of the electric automobile is not inferior to that of an oil-driven automobile at present. However, the problem of battery capacity of the electric vehicle also becomes a factor restricting the development thereof. During the long-distance driving process of the electric automobile, especially on the highway, the situation that the electric automobile is stopped and charged halfway due to the fact that the electric quantity is insufficient and the expected route is difficult to complete is generally encountered.

The existing mode for charging the electric automobile adopts a car charger to be directly connected with a battery of the electric automobile, so that the electric automobile is charged in a wired connection mode. The charging mode can realize that the electric automobile is quickly charged to saturation. However, such a charging method is generally suitable for charging the electric vehicle while parking on an emergency lane, a fixed parking lot or a charging station, and the effect of charging the electric vehicle while moving is not achieved.

Another approach is to use wireless charging lane technology. By installing a wireless charging device on a fixed lane of a road surface, electromagnetic waves are emitted to charge an electric vehicle when the electric vehicle runs on the lane. Although this charging method enables the electric vehicle to be charged while moving, it is greatly dependent on the infrastructure being built. Especially at the present stage, the infrastructure construction for many charging is not perfect. Also, due to the high cost, many road segments cannot be covered at present. Another drawback of wireless charging lanes is that: compared with a direct-plug type mode of obtaining electric energy from a power supply end, the instant charging power is small. This means that the charging time required to charge to a certain amount of charge may be long. When the electric vehicle is low in power, the instantaneous power obtained through the wireless charging lane may not be enough to drive the vehicle to continue running on the wireless charging lane. Another problematic issue with wireless charging lanes is: due to the fact that the electromagnetic wave charging is adopted, the electromagnetic wave is often attenuated (especially when the distance between the electric automobile and the charging equipment is long) or interfered in the transmission process, and therefore the electromagnetic signals obtained by the receiving end of the electric automobile are further reduced.

Accordingly, a system and method for enabling an electric vehicle to be safely and conveniently charged quickly while in motion is desired.

Disclosure of Invention

To overcome one or more of the deficiencies in the prior art, according to a first aspect of the present disclosure, a ferry is provided. The device comprises an information acquisition unit, a position acquisition unit and a control unit, wherein the information acquisition unit is configured to acquire the position of a ferry vehicle; an information sharing unit configured to share the position of the ferry vehicle to the electric vehicle, and guide the electric vehicle to approach the ferry vehicle; and a car charger configured to charge at least one electric car entering the cabin of the ferry car.

Optionally, the information obtaining unit is further configured to obtain a location of the at least one electric vehicle requesting charging. And the navigation path of the ferry vehicle is determined by the position of at least one electric vehicle.

Optionally, the information obtaining unit is further configured to obtain a navigation path of at least one electric vehicle. And the navigation path of the ferry vehicle is determined by the navigation path of the at least one electric vehicle requesting to be charged.

Optionally, the information sharing unit is further configured to share the navigation path of the ferry vehicle to the at least one electric vehicle requesting charging. And the electric automobile is close to the ferry vehicle based on the position of the ferry vehicle and the navigation path of the ferry vehicle.

Alternatively, the information sharing unit shares the position of the ferry vehicle to the electric vehicle directly or through a third party.

Preferably, the third party comprises an online service or a mobile terminal.

Preferably, after the electric vehicle approaches the ferry vehicle, the ferry vehicle opens the compartment door to receive at least one electric vehicle to be charged into the compartment of the ferry vehicle.

Preferably, after the electric automobiles are charged, the transfer vehicle opens the carriage door to enable at least one electric automobile to drive away from the transfer vehicle.

According to a second aspect of the present disclosure, an electric vehicle is also provided. It includes: a navigation unit configured to acquire a position of the ferry vehicle described in the first aspect of the present disclosure to guide the electric vehicle to approach the ferry vehicle so as to enter into the vehicle compartment; and a charging unit configured to be charged from a car charger installed inside a cabin of the ferry vehicle.

Preferably, the navigation path of the electric vehicle is determined by the position of the ferry vehicle.

Preferably, the electric vehicle further includes a sharing unit configured to share the location of the electric vehicle with the ferry vehicle.

Optionally, the sharing unit is further configured to share the navigation path of the electric vehicle to the ferry vehicle.

Optionally, the navigation unit is further configured to acquire a navigation path of the ferry vehicle. And the navigation path of the electric automobile is determined by the navigation path of the ferry vehicle.

Optionally, the electric vehicle further comprises an active control unit configured to guide the electric vehicle into the cabin of the ferry vehicle automatically or semi-automatically.

Optionally, the active control unit may include: the detection module is used for detecting the states and environmental conditions of the electric automobile and the ferry vehicle; the decision module is used for determining the reaction mode of the electric automobile according to the detection result; and the operation module is used for controlling the operation of the electric automobile according to the reaction mode determined by the decision module.

According to a third aspect of the present disclosure, there is provided a method of charging an electric vehicle, comprising the steps of: acquiring the position of a ferry vehicle; sharing the position of the ferry vehicle to the electric vehicle requesting charging, and guiding the electric vehicle to approach the ferry vehicle; and charging at least one electric vehicle in the compartment of the incoming transfer vehicle.

According to a fourth aspect of the present disclosure, there is also provided a method for charging an electric vehicle, including the steps of: acquiring the position of the ferry vehicle to guide the electric automobile to approach the ferry vehicle so as to enter a compartment of the ferry vehicle; and charging from a car charger installed in the cabin of the ferry vehicle.

Optionally, a fourth aspect of the present disclosure provides the method further comprising guiding the electric vehicle into the cabin of the ferry vehicle automatically or semi-automatically.

Therefore, the method for charging the electric automobile by installing the automobile charger on the ferry-carrying vehicle according to the embodiment of the disclosure overcomes the problems of low instantaneous power, incapability of quickly charging to saturation, electromagnetic wave attenuation, interference and the like caused by wireless charging lanes, so that quick charging is realized. Meanwhile, the automobile charger is arranged in the ferry vehicle, and the charging process is carried out in the accommodating space inside the ferry vehicle, namely, the electric automobile does not need to be parked on an emergency lane, a fixed parking lot or a charging station for charging, so that the charging is safer and more convenient.

Drawings

1A-1B are diagrams of application scenarios in accordance with embodiments of the present disclosure;

FIG. 2 illustrates a schematic block diagram of a ferry vehicle in an embodiment of the present disclosure;

FIG. 3 shows a schematic block diagram of an electric vehicle in an embodiment of the present disclosure;

4A-4C illustrate several ways in which an electric vehicle may interface with a ferry vehicle in embodiments of the present disclosure;

FIG. 5 illustrates a method of charging an electric vehicle according to an embodiment of the present disclosure; and

fig. 6 illustrates a method of charging an electric vehicle according to another embodiment of the present disclosure.

Detailed Description

The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and not restrictive of the invention. It should be noted that, for convenience of description, only the portions related to the present invention are shown in the drawings.

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.

Fig. 1A and 1B illustrate application scenarios in which embodiments of the present disclosure may be applied. As shown in fig. 1A, the application scenario includes a ferry vehicle 101 and an electric vehicle 102. The term "ferry" in this disclosure refers to the ability to hold and carry other vehicles. The electric vehicle 102 may include a pure electric vehicle or a hybrid electric vehicle. In fig. 1A, an electric vehicle 102 and a trolley 101 are communicatively connected to each other in a direct manner. For example, in the Car-2-Car system, the position information is directly shared with the other party by communication means such as an antenna and a signal transmitting/receiving device installed inside the vehicle. Of course, after the communication connection is established, other signals such as a navigation path, vehicle operation information and the like can be shared in this way. After obtaining the position of the ferry vehicle 101, the electric vehicle 102 to be charged meets the ferry vehicle 101, and enters the interior of the cab of the ferry vehicle 101 to be charged from a vehicle charger installed in the ferry vehicle 101. The specific implementation method of the intersection of the electric vehicle 102 and the ferry 101 will be described in detail below.

As shown in fig. 1B, in contrast to the application scenario in fig. 1A, the electric vehicle 102 and the ferry 101 establish a communication connection with each other via a third party. The "third party" mentioned above refers to other communication means or devices in addition to and independent of the devices of the electric vehicle 102 or the trolley 101 itself. In a certain implementation, the third party is an online service. The online service is implemented to provide an interactive platform for the electric cars 102 and the ferry vehicles 101. The electric vehicle 102 or the ferry vehicle 101 establishes a communication connection between the two parties by accessing an online service. Such as the electric vehicle 102, may access an online service to obtain the position of the ferry vehicle 101, a navigation path, or other similar information. The ferry vehicle 101 can also acquire information of the electric vehicle 102 in the same manner. The access may be achieved by accessing a web link of an online service or by the above-mentioned online service application of the mobile terminal.

In another implementation, the third party is a user terminal. Such as terminal equipment with communication functions, such as smart phones and wearable equipment. For example, the driver or the passenger in the electric vehicle 102 establishes a communication connection with the smartphone of the driver or the passenger of the ferry vehicle 101 through the smartphone of the driver or the passenger, and shares information such as the position, the navigation, and the like of the both parties in real time through the smartphone. Or establishes a communication connection with the intelligent terminal of the driver or passenger of the counterpart through the internal communication device of the electric car or ferry 101.

Of course, the number of ferries 101 and electric cars 102 depicted in the above application scenarios is merely used to explain the present disclosure, and it should be understood that any other number of ferries 101 or electric cars 102 is also within the scope of the present disclosure. And the application scenario is described as a scenario in which an application context is applied in a certain block, it should be understood that the present disclosure also encompasses applications in highways, national roads, or any other traffic scenarios.

The way of charging the electric vehicle 102 by arranging the vehicle charger on the ferry-transport vehicle 101 overcomes the problems of low instantaneous power, incapability of quickly charging to saturation, electromagnetic wave attenuation and interference of wireless electromagnetic wave charging and the like caused by adopting a wireless charging lane, thereby realizing quick charging. Meanwhile, since the car charger is disposed in the ferry vehicle 101 and the charging process is performed in an accommodating space (such as a carriage) inside the ferry vehicle 101, that is, the electric car 102 does not need to be parked on an emergency lane, a fixed parking lot or a charging station for charging, so that the charging is safer.

Referring to fig. 2, fig. 2 shows a schematic block diagram of the disclosed ferry vehicle 101. The ferry vehicle 101 includes an information acquisition unit 21, an information sharing unit 22, and a car charger 23. The information acquisition unit 21 is configured to acquire the position of the ferry vehicle 101. The information sharing unit 22 is configured to share the position of the ferry vehicle 101 to the electric vehicle 102, and guide the electric vehicle 102 to approach the ferry vehicle 101. The car charger 23 is configured to charge the electric car 102 that drives into the ferry car 101 and charges in the cabin of the ferry car 101 based on the position shared by the ferry car 101.

The information acquisition unit 21 acquires the position of the ferry vehicle 101 itself by a positioning device inside the ferry vehicle 101. Such as an antenna assembly inside the ferry vehicle 101, a GPS positioning system, or other existing vehicle positioning device. Of course, in another embodiment, the information acquisition unit 21 also acquires the location, navigation path, or other information of the electric vehicle 102 by establishing a communication connection with the electric vehicle 102.

The information sharing unit 22 may be implemented as any device described in the context of the present disclosure that enables wireless communication, either directly or through a third party device. E.g. it may be an online service, a mobile terminal, etc. The information sharing unit 22 may also share information such as the own position and the navigation route to the electric vehicle 102.

The car charger 23 is a battery device or a battery pack mounted inside the trolley 101. Which is connected to the electric vehicle 102 driven into the interior of the ferry vehicle 101 by, for example, a wire, thereby charging the electric vehicle 102. As for the number setting of the car charger 23, the installation structure setting thereof, and the interface mode thereof for providing the electric car with the charging are not limited herein.

Referring to fig. 3, fig. 3 shows a schematic block diagram of an electric vehicle 102 of the present disclosure. The electric vehicle 102 includes a navigation unit 31 and a charging unit 32. The navigation unit 31 is configured to acquire the position of the trolley 101 to guide the electric vehicle 102 to approach the trolley 101 so as to enter into the cabin of the trolley 101. A charging unit 32 configured to be charged from a car charger installed inside a cabin of the ferry car.

The navigation unit 31 is a communication device inside the electric vehicle, and acquires various information such as the position of the ferry vehicle 101 and the navigation path in the manner described in the application scenario of the present disclosure, which is not described herein again.

The charging unit 32 is an auxiliary device that can be charged from a car charger inside the cabin of the ferry 101. Which may include a docking assembly that interfaces with a car charger.

In another embodiment of the present disclosure, the electric vehicle 102 further includes a sharing unit 33, which is further configured to share the position or the position of the electric vehicle 102 and the navigation path information with the ferry vehicle 101.

Several ways of docking the electric vehicle 102 with the ferry 101 are described in detail below, with reference to fig. 4A-4C.

In one implementation, as shown in fig. 4A, when the electric vehicle 102 travels a traffic segment, it is in a low battery state and needs to be charged. A charging request is sent to ferry 101 in the manner described in the application scenario. The ferry vehicle 101 is in a standby state after receiving a charging request from the electric vehicle 102. The electric vehicle 102 acquires the position information of the ferry vehicle 101 and drives to the standby place of the ferry vehicle 101. After the electric vehicle 102 reaches the standby position of the transfer vehicle 101, the electric vehicle 102 is driven into the interior of the carriage of the transfer vehicle 101 for charging. In the method, the ferry vehicle 101 is in an on-site standby state when receiving a request sent by the electric vehicle 102, so that the electric vehicle 102 does not move backwards when driving to the position of the ferry vehicle 101 or the ferry vehicle 101 and the electric vehicle 102 cannot be docked because of inconsistent navigation paths. In one embodiment, the ferry 101 may also be in a driving state when it receives a request to charge the electric vehicle 102. The ferry vehicle can share the position and the driving route (or navigation path) of the ferry vehicle to the electric vehicle which requests charging, and the electric vehicle plans the driving route of the electric vehicle according to the current position and the driving route of the ferry vehicle so as to be more favorably close to the ferry vehicle.

In another implementation, referring to fig. 4B, this implementation differs from the implementation described in fig. 4A in that: when the ferry 101 receives a charging request from the electric vehicle 102, it acquires the real-time location of the electric vehicle 102 and shares its own location information with the electric vehicle 102 through the information sharing unit 22. The transfer trolley 101 and the electric automobile 102 both travel to a certain junction to realize butt joint. This junction may be somewhere between the ferry vehicle 101 and the electric vehicle 102. By adopting the method, the time for the electric automobile 102 to travel to the position of the ferry vehicle 101 can be greatly reduced, particularly for the electric automobile 102 with insufficient electric quantity to travel to the ferry vehicle 101. In one embodiment, when the ferry 101 receives a charging request from the electric vehicle 102, it can also acquire the driving route of the electric vehicle 102 and share its own driving route to the electric vehicle 102 through the information sharing unit 22, so as to be more advantageously close to each other.

Also in one implementation, referring to fig. 4C, when the electric vehicle 102 is low enough to run behind the ferry 101 to dock. After receiving a charging request of the electric vehicle 102, the ferry vehicle 101 acquires the location of the electric vehicle 102. And the electric vehicle 102 is driven to the position of the electric vehicle 102 to realize the butt joint with the electric vehicle 102. The ferry vehicle 101 may also simultaneously acquire the driving route of the electric vehicle 102 for more advantageous approach. By adopting the method, the electric automobile with low electric quantity can also realize charging.

Of course, the above describes only the case where a single electric vehicle 102 transmits a charging request. When a plurality of electric vehicles 102 send charging requests, the ferry vehicle 101 plans a running path to be docked with the electric vehicle 102 to be charged according to the plurality of received charging requests and the received position information of the electric vehicle 102 to be charged. The ferry vehicle 101 plans its traveling path according to the positions of the plurality of electric vehicles 102 after receiving the charging requests of the plurality of electric vehicles 102. Of course, the above disclosure is not limited to the plurality of electric vehicles 102 sending the charging requests at the same time, and also includes the case where the plurality of electric vehicles 102 send the charging requests sequentially. The accommodation space of the ferry vehicle 101 is not limited to the space of one vehicle, and it should also include a case where a plurality of electric vehicles can be accommodated while being charged.

In an embodiment, when the ferry 101 has already been docked with a certain electric vehicle 102, and there is still a free space for other electric vehicles to charge and receives a plurality of charging requests, the ferry 101 plans its running path to dock with the electric vehicle 102 to be charged. The travel path is determined by the positions of a plurality of electric vehicles 102 to be charged.

In yet another embodiment, where the ferry 101 has achieved docking with the electric vehicle 102 and no other charging requests or other charging spaces, the ferry 101 also obtains a navigation path for the one or more electric vehicles charged therein. If a certain electric vehicle a charged on the ferry 101 is expected to travel to the destination B, after the electric vehicle a is docked, the ferry 101 may plan its own navigation path to travel to the destination B during the process of charging the electric vehicle a therein. In this way, after the completion of the charging, the electric vehicle a does not need to complete a redundant or undesired route to travel to its desired destination because the travel route of the ferry 101 during the charging is not consistent with or even reversed with its desired route. Of course, the above description has only described the case where the ferry 101 is based on a single electric car 102 charged in the cabin. When a plurality of electric vehicles are charged in the compartment at the same time, the navigation path of the ferry 101 may be optionally determined according to the navigation paths of the plurality of electric vehicles. For example, a route shared by a plurality of electric vehicles charged thereon or a certain road segment or a certain fixed position close to the desired destination of the plurality of electric vehicles can be selected as the basis of the navigation route. It should be understood that the navigation path of the ferry vehicle 101 is not limited thereto.

Of course, the sharing of information between the ferry 101 and the electric vehicle 102 and the subsequent charging docking can be achieved in an automatic or semi-automatic driving manner, such as by an active control unit. Specifically, the electric vehicle 102 may automatically acquire the position information of the ferry vehicle 101, and then in an automatic or semi-automatic operation mode, the ferry vehicle 101 opens its compartment door to allow the electric vehicle 102 to enter its internal compartment. The electric vehicle 102 travels inside the ferry 101 with the assistance of the active control unit and is charged inside the cabin of the ferry 101. The operation process of the active control unit can be divided into three modules: detection, decision making, and operation. In the detection module, sensors (e.g., cameras, lasers, radars, etc.) may detect the state of motion of the trolley 101, the state of motion of itself, the road environment (e.g., lane lines, road type, traffic signs), and other vehicles and objects around. In the decision module, the reaction mode of the vehicle can be determined through the judgment of the detection result of the detection module so as to achieve the purpose of driving to the interior of the ferry vehicle 101, for example, in the transverse direction, the position of the vehicle is kept within the width range of the ferry vehicle 101, and in the longitudinal direction, the speed of the vehicle is kept within a certain range which is larger than the driving speed of the ferry vehicle 101 in a balanced manner. In the operation module, the electric vehicle 102 can automatically drive the electric vehicle 102 to the interior of the ferry vehicle 101 by controlling the operations of acceleration, deceleration, steering and the like of the electric vehicle 102 according to the decision made by the decision module. Alternatively, the procedure of driving to the interior of the ferry 101 may be semi-autonomous, i.e., acceleration, deceleration, turn signal operation in the operation module, and there may be at least one of accelerator, brake, steering wheel control by the driver of the electric vehicle 102. After the charging is finished, the ferry 101 opens the door of the ferry, and the electric vehicle 102 exits from the interior of the ferry 101 and returns to the ground in an automatic or semi-automatic driving mode.

Referring to fig. 5, a method of charging an electric vehicle according to an embodiment of the present disclosure is shown. The method described in fig. 5 may be performed in the ferry 101 of fig. 2.

As shown in fig. 5, in step 51, the position of the ferry vehicle is acquired.

The ferry vehicle 101 may acquire its own position via a positioning device inside the ferry vehicle 101. Such as GPS or an existing vehicle positioning system.

In step 52, the position of the ferry vehicle is shared with the electric vehicle requesting charging, and the electric vehicle is guided to approach the ferry vehicle.

The ferry vehicle 101 shares its acquired own location to the electric vehicle 102, which may share its own location to the electric vehicle by direct or third party means as described in the application scenario. And will not be described in detail herein.

Next, in step 53, at least one electric vehicle in the cabin of the incoming transfer car is charged.

As mentioned above, after obtaining the position information of each other, the electric vehicle and the ferry vehicle may be docked with each other in any manner as described in fig. 4A-4C. The ferry vehicle 101, in which the vehicle charger is installed, is provided in its own accommodation space such as a vehicle cabin to charge the electric vehicle 102.

Referring to fig. 6, which illustrates a charging method according to one embodiment of the present disclosure, the method described in fig. 6 may be performed in the electric vehicle 102 of fig. 3.

As shown in fig. 6, in S61, the position of the ferry vehicle is acquired to guide the electric vehicle close to the ferry vehicle for entry into the cabin of the ferry vehicle. The acquisition of the position of the trolley is consistent with the acquisition of the position of the trolley 101 by the navigation unit 31 in fig. 3.

Next, in S62, the vehicle is charged from a car charger installed in the cabin of the ferry vehicle. The manner in which the electric vehicle 102 docks with and drives into the ferry vehicle 101 is as described in fig. 4A-4C. And will not be described in detail herein.

In another embodiment, the charging method further includes a step S63 of guiding the electric vehicle to automatically or semi-automatically enter the cabin of the ferry car. Step S63 may optionally be performed after step S61.

The guiding of the electric vehicle into the compartment of the ferry vehicle automatically or semi-automatically can be realized by an active control unit in an auxiliary way, and the specific implementation manner is described above and is not described in detail herein.

The above description is only a preferred embodiment of the application and is illustrative of the principles of the technology employed. It will be appreciated by a person skilled in the art that the scope of the invention as referred to in the present application is not limited to the embodiments with a specific combination of the above-mentioned features, but also covers other embodiments with any combination of the above-mentioned features or their equivalents without departing from the inventive concept. Such features are interchangeable with (but not limited to) features disclosed herein having similar functionality.

Claims

1. A ferry vehicle provided with a compartment for accommodating an electric vehicle, characterized in that the ferry vehicle comprises:

an information acquisition unit configured to acquire a position of the ferry vehicle;

an information sharing unit configured to share the position of the ferry vehicle to the electric vehicle, and guide the electric vehicle to approach the ferry vehicle; and a car charger configured to charge at least one electric car entering the cabin of the ferry car;

wherein, after the electric automobile approaches the ferry trolley, the ferry trolley opens a compartment door to receive the at least one electric automobile to be charged into the compartment of the ferry trolley.

2. The ferry vehicle of claim 1, wherein the information acquisition unit is further configured to acquire a location of the at least one electric vehicle requesting charging; and the navigation path of the ferry vehicle is determined by the position of the at least one electric vehicle.

3. The ferry vehicle of any of claims 1-2, wherein the information acquisition unit is further configured to acquire a navigation path of the at least one electric vehicle; and the navigation path of the ferry vehicle is determined by the navigation path of the at least one electric vehicle requesting charging.

4. The ferry vehicle of any of claims 1-2, wherein the information sharing unit is further configured to share a navigation path of the ferry vehicle to the at least one electric vehicle requesting charging such that the electric vehicle approaches the ferry vehicle based on a position of the ferry vehicle and the navigation path of the ferry vehicle.

5. The ferry vehicle of any of claims 1-2, wherein the information sharing unit shares the position of the ferry vehicle to the electric vehicle directly or through a third party.

6. The ferry vehicle of claim 5, wherein the third party comprises an online service or a mobile terminal.

7. The ferry vehicle of any of claims 1-2, wherein the ferry vehicle opens a compartment door to allow the at least one electric vehicle to be driven off the ferry vehicle after the electric vehicle has been charged.

8. An electric vehicle, comprising:

a navigation unit configured to acquire a position of the ferry car according to any one of claims 1 to 7 to guide the electric vehicle to approach the ferry car for entering into a vehicle cabin; and

a charging unit configured to be charged from a car charger installed inside a cabin of the ferry vehicle;

after the electric automobile approaches the ferry trolley, the ferry trolley opens a compartment door to receive the electric automobile to be charged into the compartment of the ferry trolley.

9. The electric vehicle of claim 8, wherein the navigation path of the electric vehicle is determined by a position of the ferry vehicle.

10. The electric vehicle according to any one of claims 8 to 9, characterized by further comprising:

a sharing unit configured to share a location of the electric vehicle to the ferry car.

11. The electric vehicle of claim 10, wherein the sharing unit is further configured to share the navigation path of the electric vehicle to the ferry vehicle.

12. The electric vehicle of any one of claims 8-9, wherein the navigation unit is further configured to obtain a navigation path of the ferry vehicle; and the navigation path of the electric automobile is determined by the navigation path of the ferry vehicle.

13. The electric vehicle according to any one of claims 8 to 9, characterized by further comprising:

an active control unit configured to guide the electric vehicle into the cabin of the ferry vehicle automatically or semi-automatically.

14. The electric vehicle of claim 13, wherein the active control unit comprises:

the detection module is used for detecting the states and environmental conditions of the electric automobile and the ferry vehicle;

the decision module is used for determining the reaction mode of the electric automobile according to the detection result; and

and the operation module is used for controlling the operation of the electric automobile according to the reaction mode determined by the decision module.

15. An electric vehicle charging method, comprising:

acquiring the position of a ferry vehicle;

sharing the position of the ferry vehicle to the electric vehicle requesting charging, and guiding the electric vehicle to approach the ferry vehicle; and

charging at least one electric vehicle entering a compartment of the ferry vehicle;

16. An electric vehicle charging method, comprising:

acquiring the position of a ferry trolley to guide the electric automobile to approach the ferry trolley so as to enter a compartment of the ferry trolley; and

charging from a car charger mounted in the cabin of the ferry vehicle;

17. The method as in claim 16, further comprising:

and guiding the electric automobile to automatically or semi-automatically enter the compartment of the ferry vehicle.