WO2025201149A1 - 车辆充电系统的放电控制方法、放电控制设备及车辆 - Google Patents

车辆充电系统的放电控制方法、放电控制设备及车辆

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Publication number
WO2025201149A1
WO2025201149A1 PCT/CN2025/083567 CN2025083567W WO2025201149A1 WO 2025201149 A1 WO2025201149 A1 WO 2025201149A1 CN 2025083567 W CN2025083567 W CN 2025083567W WO 2025201149 A1 WO2025201149 A1 WO 2025201149A1
Authority
WO
WIPO (PCT)
Prior art keywords
charging
vehicle
discharge
signal
cable
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2025/083567
Other languages
English (en)
French (fr)
Inventor
凌和平
闫磊
牛康健
袁帅
殷德潜
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2025201149A1 publication Critical patent/WO2025201149A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present application relates to the technical field of electric vehicles, and in particular to a discharge control method, a discharge control device, and a vehicle for a vehicle charging system.
  • the vehicle charging system can be used to discharge to replenish the power of the charged vehicle.
  • the communication converter switches to the power supply equipment communication controller mode to obtain the charging information of the charged vehicle, and charges the charged vehicle according to the charging information. Electric vehicles that break down on the road or in extreme environments can be rescued.
  • FIG5 is a flowchart of the second phase of the vehicle charging system according to an embodiment of the present application.
  • Step S110 When a discharge signal is obtained, the vehicle's communication converter switches to a power supply equipment communication controller mode to obtain charging information of the charged vehicle;
  • the vehicle charging system of the main vehicle also known as the discharging vehicle or discharging vehicle
  • the vehicle charging system includes a battery manager module (BMC) 210, a communication converter module (SECC/EVCC) 220, a charging and distribution assembly module (OBC&DC&VDM) 230, a motor controller module (FMCU) 240, a battery pack 250 and a DC charging port 260.
  • BMC battery manager module
  • SECC/EVCC communication converter module
  • OBC&DC&VDM charging and distribution assembly module
  • FMCU motor controller module
  • the vehicle charging system also includes a meter 270.
  • the vehicle charging system also includes a power domain controller (PDC).
  • PDC power domain controller
  • the onboard charger (OBC) in the charging and distribution assembly module detects the resistance value at the discharge end of the VTOV conductive connection cable and sends a cable connection signal and resistance value to the BMC.
  • the BMC determines that the connected cable is a discharge gun based on the resistance value falling within the discharge resistance range.
  • the discharge resistance value can be any value outside the charging gun resistance range, such as 3.3k. In other words, the discharge gun resistance range does not overlap with the charging gun resistance range. Therefore, the BMC can determine whether the cable type is a charging gun or a discharge gun based on the cable resistance value.
  • the BMC sends a signal to the OBC indicating that both the charging and discharging vehicles are connected.
  • the BMC further receives a discharge trigger signal, which includes but is not limited to a snow switch signal lasting 5 seconds.
  • the BMC then enters the CCS DC VTOV discharge process, sends an external discharge readiness signal and a charging port lock request to the OBC, sends a subnet interaction message to the communication converter, sends a step-down DC discharge flag to the FMCL, and sends discharge information to the meter.
  • the vehicle's communication converter switches to the power supply equipment communication controller mode, including: based on the external discharge readiness signal and the cable connected signal, the vehicle's charging and distribution assembly outputs a control guidance function signal; based on the control guidance function signal and the subnet interaction message, the communication converter switches to the power supply equipment communication controller mode.
  • the OBC after the on-board charger (OBC) in the charging and distribution assembly module receives the BMC's signal indicating that it is ready for external discharge and that both the charging and discharging vehicles are connected, the OBC enters the CCS DC VTOV discharge process, outputs a control pilot function (CP) signal with a duty cycle of 5% ( ⁇ 2%), and sends a CCS DC charging status signal.
  • OBC on-board charger
  • CP control pilot function
  • the BMC when the discharge signal is obtained, the BMC also sends a charging port electric lock lock request to the OBC.
  • the OBC receives the lock request, it forwards the lock request to the charging vehicle to execute the action, and the charging vehicle provides feedback on the charging port electric lock status.
  • the BMC receives the signal that the charging port electric lock is successfully locked, it performs pre-charging and enters the configuration phase (i.e., the second phase) process. If the charging port electric lock fails to lock, the BMC enters the CCS DC VTOV exit process.
  • the vehicle charging system charges the charged vehicle, including: when the charging state is pre-charging, the DC charging positive contactor and the negative contactor are attracted; when the charging state is charging completion, the DC charging positive contactor and the negative contactor are disconnected.
  • the SECC interacts with the charging vehicle to obtain the charging information of the vehicle being charged.
  • the SECC parses the charging status information based on the charging information obtained from the vehicle being charged and sends different subnet control instructions (pre-charge, charge ready, charge start, etc.) to the BMC.
  • the BMC feedbacks the discharge status based on the SECC's subnet control instructions and performs contactor action control, FMCU voltage regulation control, etc.
  • the SECC receives the discharge status (pre-charge, discharge ready, discharge start, etc.) fed back by the BMC and makes the next status judgment.
  • the SECC sends a charge start signal
  • the BMC enters the discharge phase.
  • the vehicle charging system charges the charged vehicle and further includes: when the charging state is charging start, the motor controller adjusts the discharge voltage of the vehicle in real time based on the charging demand current and/or the charging demand voltage.
  • the FMCU adjusts the discharge voltage of the discharging vehicle in real time based on the voltage and current requirements forwarded by the BMC to meet the voltage and current requirements of the charging vehicle.
  • the BMC and SECC forward relevant discharge status signals in real time, allowing the charging and discharging vehicles to confirm their current charge and discharge status.
  • the BMC and SECC also monitor stop conditions in real time. When these conditions are met, the SECC and BMC immediately send a discharge stop signal, instructing the discharging and charging vehicles to enter the corresponding stop process and exit the CCS DC VTOV discharge process.
  • the SECC transmits the charging vehicle's required voltage and current, including RMS values, to the BMC, and forwards the current voltage and current to the EVCC of the charged vehicle.
  • the BMC forwards the charging vehicle's required voltage, current, and charging mode to the FMCU in real time, which then adjusts the voltage.
  • the BMC then conducts a discharge inspection. When it detects a condition to stop charging or receives a charge end command from the SECC, it enters the discharge end process and sends relevant commands to control the FMCU and SECC to exit the discharge process.
  • SECC after SECC exits the current discharge process, it will re-judge the VTOV entry conditions. If the conditions are not met, it will enter the EVCC mode and prepare for vehicle-pile communication. If the conditions are met, it will re-enter the SECC to communicate with the discharging vehicle and the charging vehicle.
  • the vehicle charging system can be used to discharge to replenish the power of the charged vehicle.
  • the communication converter switches to the power supply equipment communication controller mode to obtain the charging information of the charged vehicle, and charges the charged vehicle according to the charging information. This can rescue electric vehicles that have broken down on the road or in extreme environments.
  • the memory 310 stores program codes for implementing corresponding steps in the discharge control method of the charging system of the vehicle 400 according to the embodiment of the present application.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种车辆充电系统的放电控制方法，车辆充电系统可用于放电，以对被充电车辆进行电量补充，当车辆充电系统获取放电信号时，通讯转换器切换至供电设备通信控制器模式以获取被充电车辆的充电信息，并根据充电信息对被充电车辆进行充电。以及一种放电控制设备、一种车辆。该车辆充电系统的放电控制方法可以对半路抛锚或极端环境中的电动车辆进行救援。

Description

车辆充电系统的放电控制方法、放电控制设备及车辆
本申请要求于2024年03月28日提交中国专利局、申请号为202410376911.8、发明名称为"一种车辆充电系统的放电控制方法、放电控制设备及车辆"的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及电动车辆技术领域，具体涉及一种车辆充电系统的放电控制方法、放电控制设备及车辆。
背景技术
随着电动车辆保有量的提升，电动车辆的使用场景越发广泛，电动车辆的动力电池补能便捷性渐渐成为关注的重点。目前电动车辆主要通过直流充电桩进行动力电池补能，若用户在行驶过程中续航里程无法支持行驶至下一个充电桩时，当用户在极端场景(野外、河流、山谷等)下遇到困难时，都可能会出现因动力电池电量耗尽无法继续行驶的情况，产生移动补电需求。
技术问题
本申请提供一种车辆充电系统的放电控制方法、放电控制设备及车辆，以满足移动补电的需求。
技术解决方案
本申请提供了一种车辆充电系统的放电控制方法，包括：当获取到放电信号时，车辆的通讯转换器切换至供电设备通信控制器模式，以获取被充电车辆的充电信息；当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电。
本申请还提供了一种放电控制设备，所述放电控制设备包括：存储器、处理器以及存储在所述存储器上且在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现以上任一项所述的车辆充电系统的放电控制方法。
本申请还提供了一种车辆，所述车辆包括如上所述的放电控制设备。
有益效果
根据本申请提供的车辆充电系统的放电控制方法、放电控制设备及车辆，车辆充电系统可用于放电，以对被充电车辆进行电量补充，当车辆充电系统获取放电信号时，通讯转换器切换至供电设备通信控制器模式以获取被充电车辆的充电信息，并根据充电信息对被充电车辆进行充电，可以对半路抛锚或极端环境中的电动车辆进行救援。
附图说明
图1为根据本申请实施例的车辆充电系统的放电控制方法的流程图；
图2为根据本申请实施例的车辆充电系统的结构框图；
图3为根据本申请实施例的主车与被充电车辆的连接示意图；
图4为根据本申请实施例的车辆充电系统的第一阶段工作流程图；
图5为根据本申请实施例的车辆充电系统的第二阶段工作流程图；
图6为根据本申请实施例的车辆充电系统的第三阶段工作流程图。
图7为根据本申请实施例的放电控制设备的结构示意图；
图8为根据本申请实施例的车辆的结构示意图。
本发明的实施方式
为使本申请的目的、技术方案及效果更加清楚、明确，以下参照附图并举实施例对本申请进一步详细说明。应当理解，此处所描述的具体实施例仅用以解释本申请，并不用于限定本申请。
本申请提供了一种车辆充电系统的放电控制方法，如图1所示，包括：
步骤S110：当获取到放电信号时，车辆的通讯转换器切换至供电设备通信控制器模式，以获取被充电车辆的充电信息；
步骤S120：当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电。
参照图2，主车(也称为放电车辆或放电车)的车辆充电系统包括电池管理器模块(BMC)210、通讯转换器模块(SECC/EVCC)220、充配电总成模块(OBC&DC&VDM)230、电机控制器模块(FMCU)240、电池包250及直流充电口260。可选地，车辆充电系统还包括仪表270。可选地，车辆充电系统还包括动力域控制器(PDC)。参照图3，被充电车辆(也称为充电车)的车辆充电系统包括电池管理器模块(BMC)、通讯转换器模块(EVCC)、充配电总成模块(OBC&DC&VDM)、电机控制器模块(FMCU)、电池包及直流充电口。需要说明的是，放电车的通讯转换器模块至少包括供电设备通信控制器(SECC)模式和电动车辆通信控制器(EVCC)模式，充电车的通讯转换器模块至少包括电动车辆通信控制器(EVCC)模式。通过VTOV传导连接电缆(也称为放电枪)连接放电车和充电车上的直流充电口，完成放电车与充电车的物理连接，实现放电车和充电车之间的通信及能量传递。
在一个实施例中，放电车辆的通讯转换器模块可以实现SECC模式与EVCC模式相互切换。当识别到主车要进行充电时，通讯转换器模块自动调用EVCC功能程序，将充电桩端CCS直流充电标准内容转换为特定CAN报文，通过充电子网与BMC进行交互。当识别到主车要进行VTOV放电时，通讯转换器模块自动调用SECC功能程序，开始以充电桩SECC的角色与被充电车辆EVCC进行交互，实现充放电车辆间的正常通信。
首先，执行步骤S110，当获取到放电信号时，车辆的通讯转换器切换至供电设备通信控制器模式，以获取被充电车辆的充电信息。
示例性地，所述获取放电信号包括：获取电缆已连接信号和电缆阻值；当已连接的电缆的类型为放电枪且获取到放电触发信号时，生成所述放电信号，其中，所述已连接的电缆的类型是根据所述电缆阻值确定的。
在一个实施例中，参照图4所示，当VTOV传导连接电缆连接至直流充电口后，充配电总成模块中的车载充电器(OBC)检测到VTOV传导连接电缆放电端的电阻阻值，发送电缆已连接信号和阻值给BMC，BMC收到电缆已连接信号并基于该阻值满足放电阻值范围，确定已连接电缆为放电枪。所述放电阻值可以为充电枪阻值范围之外的任意值，例如3.3k。也就是说，放电枪的阻值范围与充电枪的阻值范围无交集，因此BMC根据电缆阻值可以判断电缆类型为充电枪还是放电枪。接下来，BMC发送充放电车辆均已连接信号给OBC。BMC进一步接收放电触发信号，所述放电触发信号包括但不限于持续5s的雪地开关信号，BMC进入CCS直流VTOV放电流程，发送对外放电准备就绪信号和充电口闭锁请求给OBC，发送子网交互报文给通讯转换器，发送降压直流放电标志位给FMCL，发送放电信息给仪表。
需要进行说明的是，已连接的电缆的类型包括充电枪和放电枪，已连接的电缆的类型是根据电缆阻值确定的，包括：在电缆阻值属于第一阻值范围的情况下，确定已连接的电缆的类型为放电枪；在电缆阻值属于第二阻值范围的情况下，确定已连接的电缆的类型为充电枪；其中，第一阻值范围与第二阻值范围无交集。
在一个实施例中，FMCL收到降压直流放电标志位时，进入CCS直流VTOV放电流程，反馈直流VTOV模式。
在一个实施例中，仪表显示放电信息，所述放电信息包括但不限于对外放电电能。
示例性地，所述当获取到放电信号时，车辆的通讯转换器切换至供电设备通信控制器模式包括：基于所述对外放电准备就绪信号以及所述电缆已连接信号，所述车辆的充配电总成输出控制引导功能信号；基于所述控制引导功能信号和所述子网交互报文，所述通讯转换器切换至所述供电设备通信控制器模式。
在一个实施例中，参照图4所示，充配电总成模块中的车载充电器(OBC)收到BMC对外放电准备就绪信号以及充放电车辆均已连接信号后，OBC进入CCS直流VTOV放电流程，输出占空比为5％(±2％)的控制引导功能(CP)信号，并发送CCS直流充电状态信号。
在一个实施例中，参照图4所示，通讯转换器收到占空比为5％(±2％)的CP信号和子网交互报文时，通讯转换器进入CCS直流VTOV放电流程，跳转至SECC模式，充当充电机角色进行放电车BMC与充电车之间的信息交互。
在一个实施例中，参照图4所示，当获取放电信号时，BMC还发送充电口电锁闭锁请求给OBC，当OBC收到闭锁请求时，转发闭锁请求给充电车辆执行动作，充电车辆反馈充电口电锁状态。BMC收到充电口电锁闭锁成功的信号时，进行预充并进入配置阶段(即，第二阶段)流程。若充电口电锁闭锁失败，BMC则进入CCS直流VTOV退出流程。
接下来，执行步骤S120，当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电。
示例性地，所述当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电包括：当所述充电状态为预充时，直流充电正极接触器和负极接触器吸合；当所述充电状态为充电结束时，所述直流充电正极接触器和负极接触器断开。
其中，所述充电信息包括充电状态信息、充电需求电流和/或充电需求电压。进一步地，所述充电状态信息包括预充、充电准备就绪和充电开始，当所述放电状态为预充时，直流充电正极接触器和负极接触器吸合，所述车辆的电机控制器降低所述车辆的放电电压。
在一个实施例中，BMC进入配置阶段后，SECC通过与充电车进行交互，获取被充电车辆的充电信息。SECC根据从被充电车辆获取的充电信息解析出充电状态信息，发送不同的子网控制指令(预充、充电准备就绪、充电开始等)给BMC，BMC根据SECC的子网控制指令反馈放电状态，并进行接触器动作控制、FMCU调压控制等。SECC接收BMC反馈的放电状态(预充、放电准备就绪、放电开始等)进行下一步状态判断。当SECC发送充电开始时，BMC进入放电阶段。
在一个实施例中，如图5所示，BMC进入配置阶段后，满足条件时SECC发送充电状态“预充”，BMC收到SECC预充信号时，在充电子网回复放电状态“预充”，然后BMC吸合直流充电正、负极接触器，并发送允许放电给FMCU。SECC收到BMC的预充信号且解析到充电车的充电准备信号后，SECC发送充电状态为“充电准备就绪”信号给BMC。FMCU降低车辆的放电电压后反馈“降压完成”信号给BMC。BMC收到FMCU的降压完成信号和SECC的充电准备就绪信号后，回复SECC放电准备就绪信号。SECC收到BMC的放电准备就绪信号且解析到充电车的充电开始信号后，SECC发送充电状态为“充电开始”信号以及充电车的需求电压和需求电流等有效值给BMC。BMC收到SECC的充电开始信号后，BMC进入放电阶段(即，第三阶段)并实时检测放电状态。
示例性地，所述当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电还包括：当所述充电状态为充电开始时，所述电机控制器基于所述充电需求电流和/或所述充电需求电压实时调节所述车辆的放电电压。
在一个实施例中，放电过程中，FMCU根据BMC转发的电压、电流需求值进行实时调节放电车辆的放电电压以满足充电车辆的电压、电流需求，同时BMC和SECC实时转发相关放电状态信号，供充电车及放电车相互确认当前充放电状态。BMC和SECC还实时检测停止条件，当满足停止条件时，SECC和BMC会立即发送放电停止信号，让放电车及充电车进入相应停止流程，进而退出CCS直流VTOV放电流程。
在一个实施例中，如图6所示，SECC发送充电车的需求电压和需求电流等有效值给BMC，以及转发当前电压和当前电流等给被充电车辆的EVCC。BMC实时转发充电车的电压需求、电流需求、充电模式给FMCU，FMCU实时调压。接下来BMC进行放电过程巡检，当检测到自身停止充电条件或收到SECC的充电结束指令时，进入放电结束流程，发送相关命令控制FMCU、SECC退出放电流程。SECC检测到充电车辆满足结束条件或BMC放电状态发送放电结束或放电停止信号时，发送充电结束等信息，结束CCS直流VTOV放电流程，并发送充电状态为充电结束或充电停止给BMC停止充电流程。FMCU收到BMC的停止指令时，进入泄放流程，泄放完成后退出放电状态。BMC检测到FMCU泄放完成，断开相应接触器，发送解电锁请求，停发子网报文，放电流程彻底退出。OBC转发充电口解锁请求给充电车辆执行电锁解锁动作。
示例性地，放电控制方法还包括获取停止放电信号，所述通讯转换器切换至电动车辆通信控制器模式的步骤。
在一个实施例中，SECC退出本次放电流程后，会重新判断VTOV进入条件，条件不满足则进入EVCC模式，进行车桩通讯准备，条件满足则重新进入SECC进行放电车与充电车通讯状态。
根据本申请提供的车辆充电系统的放电控制方法，车辆充电系统可用于放电，以对被充电车辆进行电量补充，当车辆充电系统获取放电信号时，通讯转换器切换至供电设备通信控制器模式以获取被充电车辆的充电信息，并根据充电信息对被充电车辆进行充电，可以对半路抛锚或极端环境中的电动车辆进行救援。
根据本申请的实施例，还提供了一种放电控制设备300，如图7所示，所述放电控制设备300包括存储器310以及处理器320。
所述存储器310存储用于实现根据本申请实施例的车辆400充电系统的放电控制方法中的相应步骤的程序代码。
所述处理器320用于运行所述存储器310中存储的程序代码，以执行根据本申请实施例的车辆400充电系统的放电控制方法的相应步骤。
此外，根据本申请的实施例，还提供了一种计算机可读存储介质，在所述存储介质上存储了程序指令，在所述程序指令被计算机或处理器320运行时用于执行本申请实施例的车辆400充电系统的放电控制方法的相应步骤。所述计算机可读存储介质例如可以包括平板电脑的存储部件、个人计算机的硬盘、只读存储器310(ROM)、可擦除可编程只读存储器310(EPROM)、便携式紧致盘只读存储器310(CD-ROM))、USB存储器310、或者上述存储介质的任意组合。所述计算机可读存储介质可以是一个或多个计算机可读存储介质的任意组合，例如一个计算机可读存储介质包含用于随机地生成动作指令序列的计算机可读的程序代码，另一个计算机可读存储介质包含用于进行晶体生长的控制的计算机可读的程序代码。
此外，本申请还提供了一种车辆400，如图8所示，所述车辆400安装有前文所述的放电控制设备300。
可以理解的是，对本领域普通技术人员来说，可以根据本申请的技术方案及其发明构思加以等同替换或改变，而所有这些改变或替换都应属于本申请所附的权利要求的保护范围。

Claims (20)

  1. 一种车辆充电系统的放电控制方法，其中，包括：
    当获取到放电信号时，车辆的通讯转换器切换至供电设备通信控制器模式，以获取被充电车辆的充电信息；
    当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电。
  2. 如权利要求1所述的方法，其中，所述获取到放电信号包括：
    获取电缆已连接信号和电缆阻值；
    当已连接的电缆的类型为放电枪且获取到放电触发信号时，生成所述放电信号；
    其中，所述已连接的电缆的类型是根据所述电缆阻值确定的。
  3. 如权利要求2所述的方法，其中，所述放电信号包括对外放电准备就绪信号及子网交互报文；
    所述当获取到放电信号时，车辆的通讯转换器切换至供电设备通信控制器模式包括：
    基于所述对外放电准备就绪信号以及所述电缆已连接信号，所述车辆的充配电总成输出控制引导功能信号；
    基于所述控制引导功能信号和所述子网交互报文，所述通讯转换器切换至所述供电设备通信控制器模式。
  4. 如权利要求1所述的方法，其中，所述充电信息包括充电状态、充电需求电流和充电需求电压，所述充电状态包括预充、充电准备就绪、充电开始或充电结束。
  5. 如权利要求4所述的方法，其中，所述当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电包括：
    当所述充电状态为预充时，直流充电正极接触器和负极接触器吸合；
    当所述充电状态为充电结束时，所述直流充电正极接触器和负极接触器断开。
  6. 如权利要求4所述的方法，其中，所述当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电包括：
    当所述充电状态为预充时，所述车辆的电机控制器降低所述车辆的放电电压；
    当所述充电状态为充电开始时，所述电机控制器基于所述充电需求电流和/或所述充电需求电压实时调节所述车辆的放电电压。
  7. 如权利要求4所述的方法，其中，所述当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电包括：
    当所述充电状态为充电结束时，所述通讯转换器从所述供电设备通信控制器模式切换至车辆通信控制器模式。
  8. 如权利要求4所述的方法，其中，还包括：
    当获取到所述放电信号时，充电口电锁闭锁；
    当所述充电状态为充电结束时，所述充电口电锁解锁。
  9. 如权利要求2所述的方法，其中，所述已连接的电缆的类型包括充电枪和放电枪，所述已连接的电缆的类型是根据所述电缆阻值确定的，包括：
    在所述电缆阻值属于第一阻值范围的情况下，确定所述已连接的电缆的类型为所述放电枪；
    在所述电缆阻值属于第二阻值范围的情况下，确定所述已连接的电缆的类型为所述充电枪；
    其中，所述第一阻值范围与所述第二阻值范围无交集。
  10. 如权利要求9所述的方法，其中，所述放电信号包括对外放电准备就绪信号及子网交互报文；
    所述当获取到放电信号时，车辆的通讯转换器切换至供电设备通信控制器模式包括：
    基于所述对外放电准备就绪信号以及所述电缆已连接信号，所述车辆的充配电总成输出控制引导功能信号；
    基于所述控制引导功能信号和所述子网交互报文，所述通讯转换器切换至所述供电设备通信控制器模式。
  11. 如权利要求9所述的方法，其中，所述充电信息包括充电状态、充电需求电流和充电需求电压，所述充电状态包括预充、充电准备就绪、充电开始或充电结束。
  12. 如权利要求11所述的方法，其中，所述当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电包括：
    当所述充电状态为预充时，直流充电正极接触器和负极接触器吸合；
    当所述充电状态为充电结束时，所述直流充电正极接触器和负极接触器断开。
  13. 如权利要求11所述的方法，其中，所述当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电包括：
    当所述充电状态为预充时，所述车辆的电机控制器降低所述车辆的放电电压；
    当所述充电状态为充电开始时，所述电机控制器基于所述充电需求电流和/或所述充电需求电压实时调节所述车辆的放电电压。
  14. 如权利要求11所述的方法，其中，所述当通讯转换器获取到被充电车辆的充电信息时，车辆充电系统对所述被充电车辆进行充电包括：
    当所述充电状态为充电结束时，所述通讯转换器从所述供电设备通信控制器模式切换至车辆通信控制器模式。
  15. 如权利要求11所述的方法，其中，还包括：
    当获取到所述放电信号时，充电口电锁闭锁；
    当所述充电状态为充电结束时，所述充电口电锁解锁。
  16. 如权利要求1所述的方法，其中，还包括：
    获取停止放电信号；
    响应于获取到所述停止放电信号，所述通讯转换器切换至电动车辆通信控制器模式。
  17. 如权利要求16所述的方法，其中，所述获取到放电信号包括：
    获取电缆已连接信号和电缆阻值；
    当已连接的电缆的类型为放电枪且获取到放电触发信号时，生成所述放电信号；
    其中，所述已连接的电缆的类型是根据所述电缆阻值确定的。
  18. 如权利要求17所述的方法，其中，所述放电信号包括对外放电准备就绪信号及子网交互报文；
    所述当获取到放电信号时，车辆的通讯转换器切换至供电设备通信控制器模式包括：
    基于所述对外放电准备就绪信号以及所述电缆已连接信号，所述车辆的充配电总成输出控制引导功能信号；
    基于所述控制引导功能信号和所述子网交互报文，所述通讯转换器切换至所述供电设备通信控制器模式。
  19. 一种放电控制设备，其中，包括：
    存储器、处理器以及存储在所述存储器上且在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现权利要求1～18中任一项所述的车辆充电系统的放电控制方法。
  20. 一种车辆，其中，所述车辆包括权利要求19所述的放电控制设备。
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