Methods and devices for controlling the revenue from electric vehicle battery swapping

Abstract

This invention provides a method and apparatus for controlling the revenue of electric vehicle battery swapping, relating to the field of electric vehicle battery swapping technology. The method, applied to a management terminal, includes: determining the revenue from low-battery losses in the current time period based on the number of low-battery losses and a pre-acquired single order amount; determining the current battery swapping cost based on the generated current battery swapping route, the battery swapping personnel performing the current swapping task, and the battery swapping vehicle; obtaining the estimated asset loss based on the product of the pre-acquired vehicle loss probability and the asset amount; calculating the total battery swapping revenue of the electric vehicle in the current time period based on the low-battery loss revenue, battery swapping cost, and asset loss; the total battery swapping revenue of the electric vehicle in the current time period includes: the low-battery loss revenue of the current time period minus the current battery swapping cost and the estimated asset loss; and determining the optimal battery swapping route based on the total battery swapping revenue. This method solves the technical problem of high existing electric vehicle battery swapping costs, achieving the technical effects of improving battery swapping efficiency and reducing battery swapping costs.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle battery swapping technology, and more specifically, to a method and apparatus for controlling the revenue generated from electric vehicle battery swapping. Background Technology

[0002] The emergence of shared electric vehicles has solved the "last mile" transportation problem for many citizens, and it has become a major mode of transportation for some people in China. Currently, shared electric vehicles are mainly powered by their own batteries. For ease of management, the use and return of shared electric vehicles generally require parking at fixed locations. However, the vehicles cannot recharge themselves at these locations, forcing operators to manually provide battery swapping services for vehicles with low battery levels. This process requires maintenance personnel to monitor and swap batteries one by one, resulting in high costs and low efficiency. Summary of the Invention

[0003] The purpose of this invention is to provide a method and apparatus for controlling the revenue from electric vehicle battery swapping, so as to solve the problems of high cost and low efficiency of existing electric vehicle battery swapping.

[0004] One aspect provides a method for controlling the revenue from electric vehicle battery swapping, applied to a management terminal. The method includes:

[0005] The low-power loss revenue for the current period is determined based on the number of low-power loss incidents and the pre-acquired single order amount; the number of low-power loss incidents is sent from the trolley to the management terminal.

[0006] The current battery swapping cost is determined based on the generated current battery swapping route, the battery swapping personnel and the battery swapping vehicle performing this task;

[0007] The estimated asset loss is obtained by multiplying the pre-obtained probability of vehicle loss by the asset amount.

[0008] Based on the aforementioned low-power loss revenue, battery swapping cost, and asset loss, calculate the total battery swapping revenue of the trolley in the current period; the total battery swapping revenue of the trolley in the current period includes: the aforementioned low-power loss revenue minus the aforementioned current battery swapping cost and the aforementioned estimated asset loss.

[0009] The current battery swapping route is validated based on the total battery swapping revenue of the electric vehicle during the current time period to determine the optimal route. By combining the above method with three dimensions—low-power loss revenue, battery swapping cost, and asset loss—to calculate the total battery swapping revenue, this allows for multi-dimensional and reasonable control of battery swapping revenue, reduction of battery swapping costs, and further optimization of the battery swapping route, ultimately improving battery swapping efficiency.

[0010] In one implementation, before determining the low-battery loss revenue for the current period based on the number of low-battery losses and the pre-acquired single order amount, the method further includes: determining the single order amount based on historical data; the single order amount being the historical average order amount of all electric vehicles within the current fence area during the current period; predicting riding demand for each period based on the historical data at parking points; and calculating the estimated number of low-battery losses for the current period based on the riding demand for each period and the current number of valid vehicles at the parking points before battery swapping in each period.

[0011] In one embodiment, the method further includes: receiving the number of actual low battery losses sent by the tram during the current time period; wherein, an event in which the same tram is scanned more than twice consecutively and is not ridden within a preset time period is considered an actual low battery loss.

[0012] In one implementation, the low-power loss revenue for the current period is determined based on the number of low-power loss incidents and the pre-acquired single order amount, including: the low-power loss revenue for the current period is equal to the product of the difference between the estimated number of low-power loss incidents and the actual number of low-power loss incidents for the current period and the single order amount.

[0013] In one implementation, before determining the current battery swapping cost based on the generated current battery swapping path, the battery swapping personnel performing the current battery swapping task, and the battery swapping vehicle, the method further includes: determining a battery swapping threshold, wherein the battery swapping threshold is a critical energy value at which the trolley sends a battery swapping request to the management terminal; determining, based on the battery swapping threshold, the target trolley to be swapped, the target parking point where the target trolley is located, and the number of target trolleys parked at the target parking point; determining a battery swapping aggregation range based on the distance and road direction between multiple target parking points; and calculating the current battery swapping density based on the number of target trolleys within the battery swapping aggregation range.

[0014] In one implementation, the method further includes: determining the battery swapping personnel and battery swapping vehicles to perform the current battery swapping task based on the current battery swapping density; and planning the current battery swapping route based on the map, the current battery swapping density, the battery swapping personnel, and the battery swapping vehicles.

[0015] In one implementation, the method further includes: within the aforementioned battery swapping aggregation range, pushing the battery swapping requests of the target electric vehicle in ascending order of battery level.

[0016] On the other hand, a control device for controlling the revenue from electric vehicle battery swapping is provided, the device comprising:

[0017] The low-power loss revenue determination module is used to determine the low-power loss revenue for the current period based on the number of low-power losses and the pre-acquired single order amount; the number of low-power losses is sent from the trolley to the management terminal.

[0018] The battery swapping cost determination module is used to determine the current battery swapping cost based on the generated current battery swapping route, the battery swapping personnel performing this battery swapping task, and the battery swapping vehicle.

[0019] The asset loss calculation module is used to obtain the estimated asset loss based on the product of the pre-acquired vehicle loss probability and the asset amount.

[0020] The total battery swapping revenue calculation module is used to calculate the total battery swapping revenue of the electric vehicle in the current period based on the aforementioned low-power loss revenue, the aforementioned battery swapping cost, and the aforementioned asset loss; the aforementioned total battery swapping revenue of the electric vehicle in the current period includes: the aforementioned low-power loss revenue in the current period minus the aforementioned current battery swapping cost and the aforementioned estimated asset loss;

[0021] The verification module is used to verify the current battery swapping route based on the total battery swapping revenue of the trolley in the current time period, and to determine the optimal battery swapping route.

[0022] On the other hand, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the computer program to implement the steps of the method described in any of the first aspects above.

[0023] On the other hand, a computer-readable storage medium is provided that stores machine-executable instructions, which, when invoked and executed by a processor, cause the processor to perform the method described in any one of the first aspects.

[0024] This invention provides a method and apparatus for controlling the revenue from battery swapping of electric vehicles. The method, applied to a management terminal, includes: determining the revenue from low-battery losses in the current time period based on the number of low-battery losses and the pre-acquired amount of a single order; determining the current battery swapping cost based on the generated current battery swapping route, the battery swapping personnel performing the current swapping task, and the battery swapping vehicle; obtaining the estimated asset loss by multiplying the pre-acquired vehicle loss probability by the asset amount; calculating the total battery swapping revenue for the electric vehicle in the current time period based on the low-battery loss revenue, battery swapping cost, and asset loss; the total battery swapping revenue for the electric vehicle in the current time period includes: the low-battery loss revenue of the current time period minus the current battery swapping cost and the estimated asset loss; and determining the optimal battery swapping route based on this total battery swapping revenue. By combining the three dimensions of low-battery loss revenue, battery swapping cost, and asset loss to calculate the total battery swapping revenue, this method achieves multi-dimensional and reasonable control of battery swapping revenue, reduces battery swapping costs, and further optimizes the battery swapping route, thereby improving battery swapping efficiency. Attached Figure Description

[0025] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 A flowchart illustrating a method for controlling the revenue from electric vehicle battery swapping, provided in an embodiment of the present invention;

[0027] Figure 2 A flowchart illustrating another method for controlling the revenue from electric vehicle battery swapping provided in an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the structure of a control device for the revenue from electric vehicle battery swapping provided in an embodiment of the present invention;

[0029] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0031] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0032] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Some embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0033] Currently, shared electric vehicles primarily rely on their own batteries for power. For ease of management, these vehicles must generally be parked at designated parking spots, where they cannot recharge themselves. This necessitates manual battery swapping services for vehicles with low battery levels. This process requires maintenance personnel to monitor and perform battery swaps individually, resulting in high costs and low efficiency. Therefore, this invention provides a method, apparatus, and electronic device for controlling the revenue generated from electric vehicle battery swapping to address these issues.

[0034] To facilitate understanding of this embodiment, a method disclosed in this invention will first be described in detail, see [link to relevant documentation]. Figure 1 The diagram shows a flowchart of a method for controlling the revenue from battery swapping of electric vehicles. This method is applied to a management terminal and can be executed by electronic devices. It mainly includes the following steps S110 to S150:

[0035] S110: Determine the low-power loss revenue for the current period based on the number of low-power loss incidents and the pre-acquired single order amount;

[0036] The number of low-battery loss events is sent from the electric vehicle to the management terminal. In this embodiment, the number of low-battery loss events can be generated by predicting the riding demand for each time period based on parking spots, and estimating the current number of valid vehicles at each parking spot before battery swapping. For example: First, the order amount is determined based on historical data; where the order amount is the historical average order amount of all electric vehicles within the current fence area during the current time period; then, the riding demand for each time period is predicted based on historical data based on parking spots; finally, the estimated number of low-battery loss events for the current time period is calculated based on the riding demand for each time period and the current number of valid vehicles at each parking spot before battery swapping.

[0037] S120: Determine the current battery swapping cost based on the generated current battery swapping route, the battery swapping personnel and battery swapping vehicle performing this battery swapping task;

[0038] The current battery swapping route includes at least one destination for this swap, as well as the route and sequence to that destination. Generally, the current battery swapping route is planned based on a map, the current battery swapping density, swapping personnel, and swapping vehicles. The swapping personnel and vehicles performing this swapping task can be determined based on the current battery swapping density. The maximum battery swapping capacity, i.e., the maximum number of vehicles that can be swapped in a single swapping trip, can be determined using the swapping personnel and vehicles.

[0039] S130: The estimated asset loss is obtained by multiplying the vehicle loss probability and the asset amount obtained in advance;

[0040] Typically, when an electric scooter reaches zero battery, the server cannot receive information about it due to the lack of power, leading to the scooter becoming unreachable and posing a risk of asset loss. In this embodiment, asset loss can be calculated by multiplying the probability of scooter loss based on historical battery levels by the asset value. For example, electric scooters with less than 5% battery have a probability of directly reaching zero battery; based on historical data, the probability of loss when a scooter reaches zero battery can be analyzed to determine the amount of asset loss.

[0041] S140: Calculate the total battery swapping revenue of the trolley during the current period based on low-power loss revenue, battery swapping cost, and asset loss;

[0042] The total battery swapping revenue for the electric vehicle during the current period includes: the revenue from low battery loss during the current period minus the current battery swapping cost and the expected asset loss.

[0043] S150: Verify the current battery swapping path based on the total battery swapping revenue of the electric vehicle in the current time period, and determine the optimal battery swapping path.

[0044] By combining the above methods with three dimensions—low-power loss revenue, battery swapping cost, and asset loss—to calculate the total battery swapping revenue, we can achieve multi-dimensional and reasonable control of battery swapping revenue, reduce battery swapping costs, and further optimize the battery swapping path to improve battery swapping efficiency.

[0045] As a specific example, the method also includes: receiving the number of actual low battery losses sent by the tram during the current time period; wherein, an event in which the same tram is scanned more than twice consecutively and is not ridden within a preset time period is considered an actual low battery loss.

[0046] In this embodiment, the low-power loss revenue for the current period is determined based on the number of low-power losses and the pre-acquired single order amount. This includes: the low-power loss revenue for the current period is equal to the product of the difference between the estimated number of low-power losses and the actual number of low-power losses in the current period, and the single order amount. That is: Low-power loss revenue = (Estimated number of low-power losses – Actual number of low-power losses) × Single order amount, where the single order amount is generally the historical average order amount within the fence.

[0047] In one embodiment, before determining the current battery swapping cost based on the generated current battery swapping path, the battery swapping personnel performing the current battery swapping task, and the battery swapping vehicle, the method further includes: determining a battery swapping threshold, which is a critical energy value at which a trolley sends a battery swapping request to a management terminal; determining, based on the battery swapping threshold, the target trolley to be swapped, the target parking point where the target trolley is located, and the number of target trolleys parked at the target parking point; determining a battery swapping aggregation range based on the distance between multiple target parking points and the road direction; and calculating the current battery swapping density based on the number of target trolleys within the battery swapping aggregation range.

[0048] The battery swapping threshold is the critical battery level at which an electric bike needs a swap. For example, a threshold of 15% means that the bike needs a swap when its battery level drops below 15%. This threshold is pre-set, generally following this rule: the higher the predicted riding demand, the higher the threshold; the lower the predicted riding demand, the lower the threshold. A higher threshold means more bikes are available for swapping, resulting in higher swapping efficiency and better meeting user needs. However, it also leads to more bikes with low or zero battery, increasing the risk of theft. Therefore, when riding demand is low, the battery swapping threshold should be lowered.

[0049] In one embodiment, the method further includes: within the battery swapping aggregation range, pushing battery swapping requests for target electric vehicles in ascending order of battery level. That is, within the battery swapping aggregation range, battery swapping personnel need to prioritize swapping electric vehicles with zero battery or less than 5% battery level, reducing asset loss costs.

[0050] As a concrete example, see Figure 2 This application provides a method for controlling the revenue from electric vehicle battery swapping, the method comprising:

[0051] S21: Predict cycling demand for each time period based on parking spots;

[0052] S22: Calculate the actual low-power loss for each time period;

[0053] Based on the riding demand for each time period and the current number of valid vehicles at the parking spots before battery swapping, calculate the estimated number of low-battery loss events for that time period. Calculate the actual low-battery loss for each time period based on the actual situation. Actual low-battery loss: An event where a vehicle is scanned twice or more consecutively, but no riding occurs within a preset time period, is defined as one low-battery loss. For example, the preset time period could be 5 minutes. Low-battery loss = (Estimated number of low-battery losses – Actual number of low-battery losses) × Single order amount. Single order amount: The historical average order amount within this area.

[0054] S23: Calculate the battery swapping density based on the predetermined battery swapping threshold;

[0055] First, determine the battery swapping threshold, which is the critical battery level at which a shared vehicle needs to be swapped. For example, a 15% threshold means that a swap is required when the battery level of the e-bike drops below 15%. The battery swapping threshold is pre-set, generally following this rule: the higher the predicted riding demand, the higher the threshold; the lower the predicted riding demand, the lower the threshold. A higher threshold means more vehicles are available for swapping, resulting in higher swapping efficiency and better meeting user needs; however, it also leads to more vehicles with low or zero battery, increasing the risk of vehicle theft. Therefore, when riding demand is low, the battery swapping threshold needs to be lowered.

[0056] Then, the number of vehicles waiting to have their batteries swapped at each parking spot is determined based on the battery swapping threshold. The battery swapping aggregation range is defined based on the distance between parking spots and the road direction. The battery swapping density is calculated based on the number of vehicles waiting to have their batteries swapped within the battery swapping aggregation range.

[0057] S24: Calculate asset losses;

[0058] S25: Planning battery swapping routes;

[0059] The battery swapping route is planned based on the map, battery swapping density, battery swapping personnel, and battery swapping vehicles. Among them, determining the battery swapping personnel and vehicles is mainly to determine the maximum battery swapping capacity, that is, the maximum number of battery swapping vehicles that can be swapped in a single trip.

[0060] S26: Calculate the cost of battery swapping;

[0061] S27: Calculate battery swapping revenue (Battery swapping revenue = Low battery loss revenue - Battery swapping cost - Asset loss);

[0062] S28: Based on the maximum battery swapping value, verify the rationality of the battery swapping path and select the most reasonable battery swapping path.

[0063] This invention provides a method for controlling the revenue from battery swapping of electric vehicles. This method, applied to a management terminal, includes: determining the revenue from low-battery losses in the current time period based on the number of low-battery losses and the pre-acquired amount of a single order; determining the current battery swapping cost based on the generated current battery swapping route, the battery swapping personnel performing the current swapping task, and the battery swapping vehicle; obtaining the estimated asset loss by multiplying the pre-acquired vehicle loss probability by the asset amount; calculating the total battery swapping revenue for the electric vehicle in the current time period based on the low-battery loss revenue, battery swapping cost, and asset loss; the total battery swapping revenue for the electric vehicle in the current time period includes: the low-battery loss revenue of the current time period minus the current battery swapping cost and the estimated asset loss; and determining the optimal battery swapping route based on this total battery swapping revenue. This method combines the three dimensions of low-battery loss revenue, battery swapping cost, and asset loss to calculate the total battery swapping revenue, thereby achieving multi-dimensional and reasonable control of battery swapping revenue, reducing battery swapping costs, and further optimizing the battery swapping route, ultimately improving battery swapping efficiency.

[0064] Furthermore, this application also provides a control device for the revenue from electric vehicle battery swapping, see [link to relevant documentation]. Figure 3 The device includes:

[0065] The low-power loss revenue determination module 310 is used to determine the low-power loss revenue for the current period based on the number of low-power losses and the pre-acquired single order amount; the number of low-power losses is sent from the trolley to the management terminal.

[0066] The battery swapping cost determination module 320 is used to determine the current battery swapping cost based on the generated current battery swapping route, the battery swapping personnel and battery swapping vehicle performing this battery swapping task;

[0067] The asset loss calculation module 330 is used to obtain the estimated asset loss based on the product of the pre-acquired vehicle loss probability and the asset amount.

[0068] The total battery swapping revenue calculation module 340 is used to calculate the total battery swapping revenue of the electric vehicle in the current period based on the low-power loss revenue, battery swapping cost, and asset loss. The total battery swapping revenue of the electric vehicle in the current period includes: the low-power loss revenue in the current period minus the current battery swapping cost and the expected asset loss.

[0069] The verification module 350 is used to verify the current battery swapping route based on the total battery swapping revenue of the trolley in the current time period and determine the optimal battery swapping route.

[0070] The control device for trolleybus battery swapping revenue provided in this application embodiment can be specific hardware on the device or software or firmware installed on the device. The implementation principle and technical effects of the device provided in this application embodiment are the same as those in the foregoing method embodiments. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the foregoing method embodiments. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can all be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. The control device for trolleybus battery swapping revenue provided in this application embodiment has the same technical features as the control method for trolleybus battery swapping revenue provided in the foregoing embodiments, and therefore can solve the same technical problems and achieve the same technical effects.

[0071] This application also provides an electronic device, specifically, the electronic device includes a processor and a storage device; the storage device stores a computer program, and the computer program, when run by the processor, executes the method described in any of the above embodiments.

[0072] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device 400 includes: a processor 40, a memory 41, a bus 42, and a communication interface 43. The processor 40, the communication interface 43, and the memory 41 are connected through the bus 42. The processor 40 is used to execute executable modules, such as computer programs, stored in the memory 41.

[0073] The memory 41 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 43 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc.

[0074] Bus 42 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 4 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0075] The memory 41 is used to store programs. After receiving an execution instruction, the processor 40 executes the program. The method executed by the device for defining the flow process disclosed in any of the foregoing embodiments of the present invention can be applied to the processor 40 or implemented by the processor 40.

[0076] Processor 40 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 40 or by instructions in software form. Processor 40 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this invention can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 41. The processor 40 reads the information in memory 41 and, in conjunction with its hardware, completes the steps of the above method.

[0077] Corresponding to the above method, this application embodiment also provides a computer-readable storage medium storing machine-executable instructions. When the machine-executable instructions are called and run by a processor, the machine-executable instructions cause the processor to perform the steps of the above method.

[0078] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0079] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0080] In addition, the functional units in the embodiments provided in this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0081] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, electronic device, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0082] It should be noted that similar reference numerals and letters in the accompanying drawings indicate similar items. Therefore, once an item is defined in one accompanying drawing, it does not need to be further defined and explained in subsequent accompanying drawings. In addition, the terms "first," "second," "third," etc. are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0083] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

[0084] While the present invention has been disclosed above, it is not limited thereto. Any person skilled in the art can make various modifications and alterations without departing from the spirit and scope of the invention; therefore, the scope of protection of the present invention should be determined by the scope defined in the claims.

Claims

1. A method for controlling the revenue from electric vehicle battery swapping, characterized in that, Applied to a management terminal, the method includes: The low-power loss revenue for the current period is determined based on the number of low-power loss incidents and the pre-acquired single order amount; the number of low-power loss incidents is sent from the trolley to the management terminal. The current battery swapping cost is determined based on the generated current battery swapping route, the battery swapping personnel and the battery swapping vehicle performing this task; The estimated asset loss is obtained by multiplying the pre-obtained probability of vehicle loss by the asset amount. Based on the low-power loss revenue, the battery swapping cost, and the asset loss, calculate the total battery swapping revenue of the trolley in the current time period; the total battery swapping revenue of the trolley in the current time period includes: the low-power loss revenue of the current time period minus the current battery swapping cost and the expected asset loss; The current battery swapping path is verified based on the total battery swapping revenue of the electric vehicle in the current time period to determine the optimal battery swapping path; Prior to the step of determining the current battery swapping cost based on the generated current battery swapping route, the battery swapping personnel performing this battery swapping task, and the battery swapping vehicle, the method further includes: A battery swapping threshold is determined, which is the critical energy level at which the trolley sends a battery swapping request to the management terminal; The target trolley to be swapped, the target parking point where the target trolley is located, and the number of target trolleys parked at the target parking point are determined based on the battery swapping threshold. The battery swapping aggregation range is determined based on the distances between multiple target parking points and the road directions. The current battery swapping density is calculated based on the number of target electric vehicles within the battery swapping aggregation range; The personnel and vehicles to perform this battery swapping task will be determined based on the current battery swapping density. The current battery swapping route is planned based on the map, the current battery swapping density, the battery swapping personnel, and the battery swapping vehicle.

2. The method for controlling the revenue from trolleybus battery swapping according to claim 1, characterized in that, Before the step of determining the low-power loss revenue for the current period based on the number of low-power losses and the pre-acquired single order amount, the method further includes: The amount of a single order is determined based on historical data; the amount of a single order is the historical average order amount of all trams within the current fence area during the current time period. Based on the historical data, the cycling demand for each time period is predicted using parking spots as the unit; Based on the cycling demand for each time period and the current number of valid vehicles at the parking spots before battery swapping, calculate the estimated number of low-battery loss events for the current time period.

3. The method for controlling the revenue from trolleybus battery swapping according to claim 2, characterized in that, Also includes: Receive the number of actual low battery losses sent by the tram during the current time period; wherein, an event in which the same tram is scanned more than twice consecutively and is not ridden within a preset time period is considered an actual low battery loss.

4. The method for controlling the revenue from trolleybus battery swapping according to claim 3, characterized in that, The low-power loss revenue for the current period is determined based on the number of low-power loss incidents and the pre-acquired single order amount, including: The low-power loss benefit for the current period is equal to the product of the difference between the expected number of low-power losses and the actual number of low-power losses for the current period, and the amount of a single order.

5. The method for controlling the revenue from trolleybus battery swapping according to claim 1, characterized in that, Also includes: Within the battery swapping aggregation range, battery swapping requests for the target electric vehicles are pushed out in ascending order of battery level.

6. A control device for the revenue from electric vehicle battery swapping, characterized in that, The device includes: The low-power loss revenue determination module is used to determine the low-power loss revenue for the current period based on the number of low-power losses and the pre-acquired single order amount; the number of low-power losses is sent from the trolley to the management terminal. The battery swapping cost determination module is used to determine the current battery swapping cost based on the generated current battery swapping route, the battery swapping personnel performing this battery swapping task, and the battery swapping vehicle. The asset loss calculation module is used to obtain the estimated asset loss based on the product of the pre-acquired vehicle loss probability and the asset amount. The total battery swapping revenue calculation module is used to calculate the total battery swapping revenue of the trolley in the current period based on the low-power loss revenue, the battery swapping cost, and the asset loss; the total battery swapping revenue of the trolley in the current period includes: the low-power loss revenue of the current period minus the current battery swapping cost and the expected asset loss; The verification module is used to verify the current battery swapping path based on the total battery swapping revenue of the trolley in the current time period, and to determine the optimal battery swapping path. Before the step of determining the current battery swapping cost based on the generated current battery swapping route, the battery swapping personnel performing this task, and the battery swapping vehicle, the following steps are also included: A battery swapping threshold is determined, which is the critical energy level at which the trolley sends a battery swapping request to the management terminal; The target trolley to be swapped, the target parking point where the target trolley is located, and the number of target trolleys parked at the target parking point are determined based on the battery swapping threshold. The battery swapping aggregation range is determined based on the distances between multiple target parking points and the road directions. The current battery swapping density is calculated based on the number of target electric vehicles within the battery swapping aggregation range; The personnel and vehicles to perform this battery swapping task will be determined based on the current battery swapping density. The current battery swapping route is planned based on the map, the current battery swapping density, the battery swapping personnel, and the battery swapping vehicle.

7. An electronic device comprising a memory and a processor, wherein the memory stores a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores machine-executable instructions that, when invoked and executed by a processor, cause the processor to perform the method according to any one of claims 1 to 5.

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