CN108859800B

CN108859800B - A mutual-aid electric vehicle charging control system and charging control method

Info

Publication number: CN108859800B
Application number: CN201810289443.5A
Authority: CN
Inventors: 张宪国
Original assignee: Guangzhou Yuxuan Information Technology Co ltd
Current assignee: Xi'an Xinneng Future Environmental Protection Technology Co.,Ltd.
Priority date: 2018-03-30
Filing date: 2018-03-30
Publication date: 2021-08-03
Anticipated expiration: 2038-03-30
Also published as: CN108859800A

Abstract

This patent relates to the technical field of electric vehicle charging, in particular, to a mutual-aid electric vehicle charging control system and charging control method. The charging control system includes: a power input end, a power output end, a communication device, a navigation device, a computer charging module, display screen and automatic driving module; the charging control method is to request the car to send out charging request information, and be requested to judge whether its remaining power meets the requirements of the charging request, and if so, go to the requesting car to charge it. The electric vehicle in the scheme uses its own residual power to charge other vehicles, providing convenience for the owner to travel; and the requesting vehicle and the requested vehicle select the most suitable charging object from each other to reduce charging disputes.

Description

Mutual-assistance type electric vehicle charging control system and charging control method

Technical Field

The patent relates to the technical field of electric vehicle charging, in particular to a mutual-assistance type electric vehicle charging control system and a charging control method.

Background

With the increasing severity of atmospheric environmental pollution and the continuous fermentation of energy crisis, new energy automobiles have started to enter the market, especially electric vehicles, and the market share thereof is gradually increased. Along with the extensive popularization of electric motor car, the problem of charging of electric motor car receives general attention, and traditional electric motor car can only be driven to and fill electric pile or the physical store of electric motor car service nearest and carry out the formula of berthing and charge, because the speed that adds of present electric pile is not compared with electric automobile increasing day by day, can't satisfy consumer's demand growing day by day.

In addition, when going in the remote area to the electric motor car, fill electric pile's distribution quantity not enough, lead to the car owner to go the electric quantity not enough on the way, cause very big inconvenient. Therefore, it is desirable to provide a charging service and a charging method for other electric vehicles using the remaining electric energy of the electric vehicle.

Disclosure of Invention

The patent provides a mutual-assistance type electric vehicle charging control system and a charging control method, so that the electric vehicle utilizes the self residual electric quantity to perform charging service for other vehicles, even multiple vehicles simultaneously perform serial charging, and convenience is provided for the travel of a vehicle owner.

The technical scheme that this patent was adopted is, a mutual-aid formula electric motor car charge control system, and the definition is requested the car to be C1, is requested the car to be C2, charge control system is applicable to between C1 and C2, includes:

the power input end is arranged at the head or the tail of the electric vehicle and is used for inputting the power of the charging pile into the electric vehicle;

the power output end is arranged opposite to the power input end and is used for outputting the electric energy of the electric vehicle to the outside;

the power input ends and the power output ends of the plurality of electric vehicles can be in butt joint end to carry out serial charging;

a communication device for receiving the charging request of other vehicles or sending the charging request to other vehicles

The controller is used for judging and controlling whether the C2 outputs the electric energy to the C1;

a navigation device for providing an optimal route of C2-C1, and a travel time T;

the charging module is used for calculating the payment fee of the C1 to the C2;

the display screen is used for displaying the positions, routes and the number K of kilometers that the residual electric quantity can travel of the C1 and the C2;

and the automatic driving module is used for switching the plurality of electric vehicles into an automatic driving mode when the plurality of electric vehicles are charged in series.

When the electric vehicle runs to the way, the display screen prompts that the electric quantity of the vehicle owner is insufficient and the vehicle needs to be charged, at the moment, the C1 sends a charging request and positioning information to the outside through the communication device, the C2 receives the charging request and the positioning information of the C1 through the communication device, the controller judges whether the residual electric quantity of the C1 can meet the charging requirement of the C1 or not, and if the residual electric quantity of the C2 meets the charging requirement, the C2 feeds back information for receiving the charging request to the C1 through the communication device. Since the C2 is not necessarily located on the C1 partition, in order to solve the dilemma of the C1 as soon as possible, the C2 needs to reach the location of the C1 as soon as possible, at this time, the navigation device plans the optimal route from the C2 to the C1 by using the positioning information sent by the C1 and combining the location of the C2, and sends the predicted arrival time to the C1 through the communication device; when C2 arrives at C1, the power input of C1 is docked with the power output of C2, starting the charging process; when the charging is finished, the power input end of the C1 and the power output end of the C2 are disconnected, and the charging module sends charging information to the C1 for settlement according to the charge generated when the C2 runs to the C1 and the charge generated by the output electric quantity through the communication device.

Furthermore, the power output end is provided with an automatic calibration device for accurately butting the power input end of the C1 with the power input end of the C2; the charging control system further includes: the buckling device is used for fixing the C1 and the C2 during butt joint charging, and when the C1 and the C2 need to be charged mutually, the position of the buckling device is adjusted through the automatic calibration device arranged at the power output end, so that the electric vehicle can finish the charging process quickly and smoothly; the detection device is used for detecting whether the C1 is correctly docked with the C2; the buckling device is also provided with an alarm device for prompting alarm when C1 is separated from C2 during the butt joint and charging period of C1 and C2, and reminding an electric vehicle owner to take measures in the first time; and a cut-off device is arranged on the power output end, and when the C1 and the C2 are failed to be butted, the output power supply of the C2 is cut off immediately, so that the power waste is avoided.

Further, the charging control method using the charging control system includes the steps of:

s1-1: c1 sends a charging request to C2 through the communication device and sends positioning information to C2 through the navigation device; in the process, the C1 may send a charging request to a plurality of peripheral C2, the C1 may receive information related to the request acceptance sent by the C2, such as location information, route congestion, and the like, and then the controller may screen the information sent by the plurality of C2, recommend the C2 most suitable for the C1 charging request, and the C1 selects the most suitable C2 and sends confirmation information to the C2.

S1-2: the display screen of the C2 displays the positioning information of the C1 and recommends an optimal route from the C2 to the C1 through the navigation device; at the same time when the C1 sends out the charging request, the C2 may receive the charging request information of a plurality of C1, perform comparison of the optimal routes, and display the comparison result to the C2 through the display screen.

S1-3: c2 judges whether the kilometer number K of the residual electric quantity can meet the driving requirement and the condition of the electric quantity required by C1; after the C2 obtains the comparison result in step S1-2, the controller calls the charging electric quantity required by C1, and determines whether the charging requirement of C1 is met by combining the remaining electric quantity of the C2, so as to avoid that the C2 is insufficient after charging C1, and the traveling difficulty is caused.

S1-4: if the residual electric energy of the C2 meets the condition, the electric energy is output to the C1 through the electric power output end after the electric vehicle runs to the position C1 according to the optimal route provided by the controller; and if the residual power of the C2 does not meet the condition, rejecting the charging request of the C1 through the communication device.

S1-5: when the C2 outputs electric energy to the C1, the C1 sends payment information to the C2 through the charging module; furthermore, the payment can be completed by adopting two modes, namely, a pre-storage cost module can store the payment amount of the distance and the electric quantity into the pre-storage module after the C2 receives the charging request of the C1, and the payment amount is automatically transferred to the C2 account after the charging is completed, so that payment disputes are avoided; the real-time payment module is used for avoiding payment failure caused by insufficient pre-stored cost of a C1 vehicle owner, and payment can be carried out in a real-time payment mode to complete the whole charging process; the method can also be realized through an integral mode, particularly under the condition that the C1 is not far away from the C2, such as within 0-2 kilometers, or the driving time is within 0-5 minutes, the C2 can be rewarded in an integral mode, each time the charging is successful, the points are one-time points, and the points accumulated by the C2 can be used when other vehicles are requested to charge the vehicle at the next time; when the electric quantity of the C1 needing to be charged is small, the charged electric quantity can be directly converted into an integral and stored into the C2 account, so that the use of the C3578 is facilitated, cash flow can be reduced, and the situation of intentionally escaping payment is avoided.

According to the charging control method in the technical scheme, the C1 and the C2 are selected in a bidirectional mode, the most suitable charging objects are selected mutually, and optimally, the electric vehicle with the same route of C1 and C2 is selected for charging; when the electric quantity of the requested vehicle C2 is sufficient and a plurality of vehicles can be charged, the charging request of more than two vehicles C1 can be accepted simultaneously, at the moment, the power input ends and the power output ends of the plurality of vehicles are only needed to be butted end to carry out serial charging. And the requested vehicle C2 is positioned at the first position and is used as a charging power supply of a plurality of rear C1, furthermore, the charging requirement in the moving forward process can be realized only by ensuring that the driving speeds of the C1 and the C2 are the same, and the set stroke of each charging vehicle owner is not delayed while the charging request is met.

When a plurality of electric vehicles are in serial charging in the moving and advancing process, the traveling speeds of the electric vehicles need to be ensured to be equivalent, but the difference of the manually controlled vehicle traveling speeds is large, therefore, the automatic driving module is set, after the power input ends of the plurality of electric vehicles are accurately butted with the power input ends, the automatic driving mode is started, the plurality of electric vehicles in charging keep traveling at the same speed, the situation that the charging port is pulled or extruded due to the fact that the speed of individual electric vehicles is too high is avoided, the electric vehicle owner can have a rest in the area for a moment, and the requirements of manual driving and automatic driving of the electric vehicle owner are met.

Further, the judgment of the condition in step S1-3 includes the steps of:

s2-1: judging the sizes of K and D1;

s2-2: if K is more than or equal to delta d.D 1, the condition is met; if K < delta D-D1, the condition is not satisfied;

defining: d1 is the sum of the shortest kilometer number from C2 to C1 and the terminal kilometer number from C1 to C2; Δ d is the running margin of C2.

After the C2 obtains the comparison result in step S1-2, the controller needs to retrieve the charging electric quantity required by C1, and determine whether the charging requirement of C1 is met by combining the remaining electric quantity of the C2, so as to avoid that the C2 is insufficient after charging C1, which causes difficulty in traveling.

In order to meet the judgment of the energy remaining amount by the driver at present, the comparison is usually performed by changing to kilometers, generally speaking, the kilometer number K that the remaining amount of the C2 can travel needs to ensure that the C2 can continue to travel at the destination after charging the C1, and no trouble is caused to the C2, so that the condition that the step S1-3 can be met is set to be K ≧ D1, and in consideration of the situation that the C2 may encounter traffic congestion in the subsequent traveling process to the destination, a certain margin needs to be set in the judgment condition to ensure that the C2 can smoothly reach the destination, and in the technical scheme, the same margin is converted into the kilometer number that the driver can travel, and therefore, finally, the charging condition is met when the condition in the step S1-3 is set to be K ≧ Δ D · D1.

Further, the judgment of the condition in step S1-3 includes the steps of:

s3-1: judging the sizes of K and D2;

s3-2: if K is more than or equal to delta d.D 2, the condition is met; if K < delta D-D2, the condition is not satisfied;

defining: k1 is the number of kilometers required by the charging pile from C2 to the nearest to C1; d2 from C2 to C1

The shortest kilometer number of, and K1; Δ d is the running margin of C2.

When C1 and C2 drive in the urban area, a plurality of charging piles are distributed in the city, and C2 can select C1 to charge after C1 is charged according to the situation, for example, C2 does not rush to the destination, and then drive to the charging pile to charge for the user; secondly, considering that the C2 may encounter traffic congestion and other situations in the subsequent driving process to the destination, a certain margin needs to be set in the judgment condition to ensure that the C2 can smoothly reach the destination, so the condition in the step S1-3 is set that when the number K of remaining electric power capable of driving can ensure that the C2 can charge the C1 completely, the C2 is driven to the position of the charging pile closest to the C1 and multiplied by the driving margin, by adopting the judgment condition, the range of searching for the C2 by the C1 can be expanded, and meanwhile, more C2 can accept the charging request of the C1, so that the charging demand period in a large range is greatly shortened, and the repeated charging utilization rate is improved.

Further, when the charging pile closest to the charging pile C1 is not in the route from the charging pile C2 to the terminal, the charging module of the charging pile C2 converts the electric energy required by the vehicle to the charging pile C1 into charging information and sends the charging information to the charging pile C1,

if the C1 receives and accepts the charging information, the C2 goes to the C1 for charging;

if the C1 refuses to accept the charging information, the charging request of C1 is not established.

After C2 charges C1, when the vehicle runs to a charging pile nearest to C1, the charging pile may not be on a destination route to which C2 is going, at this time, C2 needs to go around, part of time of C2 needs to be sacrificed, in order to improve the probability that C2 charges C1, in the process that a controller selects proper C1 and C2, certain compensation is performed on C2, when C2 feeds back an acceptance request signal to C1, the required detour compensation cost is transmitted to C1, and whether the detour compensation cost is accepted or not is judged by C1, so that the method is suitable for the situation that the position of C2 is closer to C1, and the residual electric quantity of C2 meets the charging requirement of C1.

Further, the judgment of the condition in step S1-3 includes the steps of:

s4-1: judging the sizes of T1 and T2;

s4-2: if T1 is less than or equal to delta d.T 2, the condition is satisfied; if T1> Δ d.T 2, the condition is not satisfied.

Defining: t1 is the time length for which C1 receives wait for charging; t2 is the time length of C2 reaching the end point; Δ d is C2

The running margin of (1).

In the process of bidirectional selection between C2 and C1, the speed limit condition exists on the route recommended by the navigation device, so that the time for each C2 to reach C1 is not in proportion to the distance of the route under the condition of smooth traffic, and the waiting willing time is set when the charging request is sent on the basis of the urgent journey of C1, therefore, the time for C2 to reach C1 is compared with the time for C1 to be willing to wait for C2, and if C2 arrives within the satisfied time of C1, the charging requests of C1 and C2 are satisfied; however, as the number of urban vehicles is increased, traffic jam frequently occurs in traffic conditions, so that a certain driving margin is reserved for the C2, the possibility of bidirectional selection of the C1 and the C2 is increased, the utilization rate of the mutual-aid charging vehicle is improved, and the electric energy waste is reduced.

Further, the judgment of the condition in step S1-3 includes the steps of:

s5-1: judging the sizes of K, D1, T1 and T2;

s5-2: if K is more than or equal to delta d.D 1 and T1 is less than or equal to delta d.T 2, the condition is met;

if K < Δ D · D1 or/and T1> Δ D · T2, the condition is not satisfied;

defining: d1 is the sum of the shortest kilometer number from C2 to C1 and the terminal kilometer number from C1 to C2;

t1 is the time length that C1 needs to be charged; t2 is the time length of C2 reaching the end point; Δ d is the running margin of C2.

When the C1 starts charging suddenly, the dual judgment criteria of distance and time can be adopted to narrow the range of searching the C2, and at the same time, the C2 also uses the judgment criteria of distance and time to exclude most of the C1 which does not accord with the self-willingness to provide the charging requirement, so that the C1 and the C2 find the matched charging request and the requested object in the shortest time, and the matching is successful only when the conditions of distance and time are simultaneously met.

Further, the judgment of the condition in step S1-3 includes the steps of:

s6-1: judging the sizes of K, D2, T1 and T2;

s6-2: if K is more than or equal to delta d.D 2 and T1 is less than or equal to delta d.T 2, the condition is met;

if K < Δ D · D2 or/and T1> Δ D · T2, the condition is not satisfied;

The shortest kilometer number of, and K1; t1 is the time length that C1 needs to be charged; t2 is C2 terminal

The length of time of; Δ d is the running margin of C2.

When a plurality of charging piles are distributed in a city, the judgment condition can be properly relaxed, the residual electric quantity of C2 only needs to meet the requirement of driving to C1 and reaching the charging pile closest to C1, at the moment, the searching range can be further reduced by matching with the screening of C1 on the waiting time, and the matching speed of C1 and C2 is accelerated.

Further, the running margin Δ d of C2 satisfies the following relational expression:

wherein δ is a congestion coefficient for the C2 to reach the C1 road segment;

v is the average speed of the C2 road reaching the C1 road when the traffic is smooth;

V_Xthe average speed of the C2 on the traffic congestion road section when the C1 road section is reached;

when in use

When delta is 1.05-1.15; when in use

When δ is 1 to 1.02.

In the technical scheme, the driving allowance required by C2 is mainly judged according to the road condition congestion degree, and a mode of sensing the density of the vehicle and a mode of sensing the driving speed of the vehicle can be adopted; when the former mode, namely the mode of sensing the vehicle density, is adopted, false alarm is easy to occur, for example, when the vehicles are densely and orderly driven, the vehicle speed can be at the normal driving speed, but the vehicle density of the current road section is higher, so that the mode of measuring the vehicle driving speed can be adopted, the average vehicle speed passing each road section when the traffic is smooth is recorded as V, and the average vehicle speed when the traffic is congested is recorded as V_X；

When the ratio of the two is more than 1, the running speed of the road section is lower than the average speed when the running speed is smooth, and the traffic jam condition can be judged, so that the jam coefficient is set to be delta between 1.05 and 1.15, the residual capacity of the C2 is ensured to be enough to pass through the jammed road section, or the allowable waiting time of the C1 is longer than the time of passing through the jammed road section, the searching range of the C1 can be expanded, and more choices of the C1 can be provided;

when the ratio of the two is less than or equal to 1, the average speed of the road section is equal to or greater than the average speed of the road section when the road section is smooth, and the condition that the traffic is smooth can be judged, at the moment, the portion with smaller driving allowance can meet the requirement, so that the congestion coefficient is set to be delta 1-1.02.

Compared with the prior art, the mutual-assistance electric vehicle charging control system and the charging control method provided by the patent have the following advantages:

1. the electric vehicle in the technical scheme utilizes the self residual electric quantity to perform charging service for other vehicles, and provides convenience for the travel of a vehicle owner;

2. in the charging control method in the technical scheme, the C1 and the C2 perform bidirectional selection, and mutually select the most appropriate charging objects, so that charging disputes are reduced;

3. the driving allowance is set in the technical scheme, so that the phenomenon that C1 is too long in waiting time when the C2 encounters traffic jam and other conditions in the process of driving to the C1 or the destination is avoided, and the use feeling of a user during mutual-aid charging is improved;

4. according to the technical scheme, the driving allowance is calculated by adopting a mode of measuring the driving speed of the vehicle, the result is more accurate, and the probability of misinformation is reduced.

Drawings

Fig. 1 is a flow chart of the control method of the present patent.

Fig. 2 is a diagram of the system of the present patent.

Fig. 3 is a structural diagram of the billing module of this patent.

FIG. 4 is a first type judgment flowchart in step S1-3 of the control method of this patent.

FIG. 5 is a flowchart illustrating a second type of determination in step S1-3 of the control method of this patent.

FIG. 6 is a flowchart illustrating a third type determination in step S1-3 of the control method of this patent.

FIG. 7 is a flowchart illustrating a fourth type determination in step S1-3 of the control method of this patent.

FIG. 8 is a flowchart illustrating a fifth type of determination in step S1-3 of the control method of this patent.

Detailed Description

The present patent is further described below with reference to specific embodiments. Wherein the showings are for the purpose of illustration only and are shown by way of illustration only and not in actual form, and are not to be construed as limiting the present patent; to better illustrate the embodiments of the present patent, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.

The same or similar reference numerals in the drawings of the embodiments of this patent correspond to the same or similar parts; in the description of the present patent, it is to be understood that if there is an orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", etc. based on the orientation or positional relationship shown in the drawings, it is only for convenience of describing the present patent and simplifying the description, but it is not intended to indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and are not to be construed as limiting the present patent, and the specific meaning of the above terms will be understood by those of ordinary skill in the art according to the specific situation.

Examples

As shown in fig. 2, a mutual-aid electric vehicle charging control system, which defines a requesting vehicle as C1 and a requested vehicle as C2, is adapted between C1 and C2, and includes:

As shown in fig. 1, the charging control method using the charging control system includes the following steps:

S1-5: when the C2 outputs electric energy to the C1, the C1 sends payment information to the C2 through the charging module; furthermore, as shown in fig. 3, the payment can be completed in two modes, one is that the pre-storing module stores the payment amount of the distance and the electric quantity into the pre-storing module after the C2 receives the charging request of C1, and automatically transfers the payment amount to the C2 account after the charging is completed, so as to avoid payment disputes; the real-time payment module is used for avoiding payment failure caused by insufficient pre-stored cost of a C1 vehicle owner, and payment can be carried out in a real-time payment mode to complete the whole charging process; the method can also be realized through an integral mode, particularly under the condition that the C1 is not far away from the C2, such as within 0-2 kilometers, or the driving time is within 0-5 minutes, the C2 can be rewarded in an integral mode, each time the charging is successful, the points are one-time points, and the points accumulated by the C2 can be used when other vehicles are requested to charge the vehicle at the next time; when the electric quantity of the C1 needing to be charged is small, the charged electric quantity can be directly converted into an integral and stored into the C2 account, so that the use of the C3578 is facilitated, cash flow can be reduced, and the situation of intentionally escaping payment is avoided.

As shown in fig. 4, the first type judgment of the condition in step S1-3 includes the steps of:

s2-1: judging the sizes of K and D1;

As shown in fig. 5, the second type judgment of the condition in step S1-3 includes the steps of:

s3-1: judging the sizes of K and D2;

The shortest kilometer number of, and K1; Δ d is the running margin of C2.

As shown in fig. 6, the third type judgment of the condition in step S1-3 includes the steps of:

s4-1: judging the sizes of T1 and T2;

The running margin of (1).

As shown in fig. 7, the fourth type judgment of the condition in step S1-3 includes the steps of:

s5-1: judging the sizes of K, D1, T1 and T2;

if K < Δ D · D1 or/and T1> Δ D · T2, the condition is not satisfied;

As shown in fig. 8, the fifth type judgment of the condition in step S1-3 includes the steps of:

s6-1: judging the sizes of K, D2, T1 and T2;

if K < Δ D · D2 or/and T1> Δ D · T2, the condition is not satisfied;

defining: k1 is the number of kilometers required by the charging pile from C2 to the nearest to C1; d2 is the sum of the shortest kilometer traveled by C2 to C1 and K1; t1 is the time length that C1 needs to be charged; t2 is the time length of C2 reaching the end point; Δ d is the running margin of C2.

wherein δ is a congestion coefficient for the C2 to reach the C1 road segment;

when in use

When delta is 1.05-1.15; when in use

When δ is 1 to 1.02.

It should be understood that the patent is not limited to the above embodiments. Possible variations and modifications will occur to those skilled in the art based upon the foregoing description without departing from the spirit and scope of the patent. Therefore, the protection scope of this patent shall be subject to the scope defined by the claims of this patent.

Claims

1. A mutual aid electric vehicle charging control system, defining a requesting vehicle as C1 and a requested vehicle as C2, said charging control system being adapted between C1 and C2, comprising:

the power output end is arranged opposite to the power input end and used for outputting the electric energy of the electric vehicle, and the power output end is provided with an automatic calibration device;

the power input ends and the power output ends of the electric vehicles can be in butt joint end to carry out serial charging;

the communication device is used for receiving a charging request of other vehicles or sending the charging request to other vehicles;

a navigation device for providing an optimal route of C2 to C1, and a travel time;

the automatic driving module is used for switching the plurality of electric vehicles into an automatic driving mode when the plurality of electric vehicles are charged in series;

the charging control system further includes: the buckling device is used for fixing the C1 and the C2 during butt joint charging, and when the C1 and the C2 need to be charged mutually, the position of the buckling device is adjusted through the automatic calibration device arranged at the power output end, so that the electric vehicle can finish the charging process quickly and smoothly; the detection device is used for detecting whether the C1 is correctly docked with the C2; the buckling device is also provided with an alarm device for prompting alarm when C1 is separated from C2 during the butt joint and charging period of C1 and C2, and reminding an electric vehicle owner to take measures in the first time; the power output end is provided with a cut-off device, when the butt joint of the C1 and the C2 fails, the output power supply of the C2 is cut off immediately, and the waste of power is avoided;

s1-1: c1 sends charging request information to C2 through the communication device and sends positioning information to C2 through the navigation device; in the process, C1 sends a charging request to a plurality of peripheral C2, C1 receives the information related to the request received by C2, the controller screens the information sent by the plurality of C2, C2 which is most suitable for the charging request of C1 is recommended, C1 selects the most suitable C2 and then sends confirmation information to C2;

s1-2: the display screen of the C2 displays the charging request information of the C1 and recommends, through the navigation device, an optimal route from the C2 to the C1; when the C1 sends a charging request, the C2 receives a plurality of pieces of charging request information of the C1, compares the optimal routes, and displays the comparison result to the C2 through the display screen;

s1-3: c2 judging whether the kilometer number K of the residual electric quantity can meet the conditions of the self-driving requirement and the required electric quantity of C1; after the C2 obtains the comparison result in the step S1-2, the controller calls the charging electric quantity required by the C1, and determines whether the charging requirement of the C1 is met by combining the remaining electric quantity of the C3578, so as to avoid that the traveling difficulty is caused by insufficient electric quantity of the C2 after the C1 is charged by the C2; wherein the judgment of the condition in the step S1-3 includes the following steps:

s4-1: judging the sizes of T1 and T2;

s4-2: if T1 is less than or equal to delta d.T 2, the condition is satisfied; if T1> Δ d.T 2, the condition is not satisfied;

defining: t1 is the time length for which C1 receives wait for charging; t2 is the time length of C2 reaching the end point; Δ d is a driving margin of C2;

s1-4: if the residual capacity of the C2 meets the condition, outputting the electric energy to the C1 through the electric power output end; if the residual electric energy of the C2 does not meet the conditions, rejecting the charging request of the C1 through the communication device;

s1-5: when the C2 outputs power to the C1, the C1 sends payment information to the C2 through the billing module.

2. The charging control method of a mutual aid electric vehicle charging control system according to claim 1, characterized in that the charging control method comprises the steps of:

s4-1: judging the sizes of T1 and T2;

3. The charge control method according to claim 2, wherein the judgment of the condition in step S1-3 includes the steps of:

s2-1: judging the sizes of K and D1;

Δ d is the running margin of C2.

4. The charge control method according to claim 2,

the judgment of the condition in step S1-3 includes the steps of:

s3-1: judging the sizes of K and D2;

defining: k1 is the number of kilometers required by the charging pile from C2 to the nearest to C1;

d2 is the sum of the shortest kilometer traveled by C2 to C1 and K1;

Δ d is the running margin of C2.

5. The charge control method of claim 4, wherein when the charging post closest to C1 is not on the route from C2 to the terminal, C2 converts the electric energy required by the vehicle to C1 into charging information through the charging module and sends the charging information to C1,

6. The charge control method according to claim 2, wherein the judgment of the condition in step S1-3 includes the steps of:

s5-1: judging the sizes of K, D1, T1 and T2;

if K < Δ D · D1 or/and T1> Δ D · T2, the condition is not satisfied;

t1 is the time length for which C1 receives wait for charging; t2 is the time length of C2 reaching the end point;

Δ d is the running margin of C2.

7. The charge control method according to claim 2, wherein the judgment of the condition in step S1-3 includes the steps of:

s6-1: judging the sizes of K, D2, T1 and T2;

if K < Δ D · D2 or/and T1> Δ D · T2, the condition is not satisfied;

d2 is the sum of the shortest kilometer traveled by C2 to C1 and K1;

Δ d is the running margin of C2.

8. The charge control method according to any one of claims 2 to 7, wherein the driving margin Δ d of C2 satisfies the following relational expression:

wherein δ is a congestion coefficient for the C2 to reach the C1 road segment;

when in use

When delta is 1.05-1.15; when in use

When δ is 1 to 1.02.