A pre-booking travel control method and device

Abstract

The application provides a pre-trip control method and device. The method comprises: obtaining a pre-trip instruction, the pre-trip instruction comprising a time identifier and a state identifier, the time identifier indicating a pre-trip time for a vehicle, and the state identifier indicating that the pre-trip function of the vehicle is turned on; determining a charging scenario in which the vehicle is located according to the connection state between the vehicle and a charging gun and the type of a charging pile; and controlling a controlled object of the vehicle to operate based on a control strategy corresponding to the charging scenario in which the vehicle is located, so that the vehicle meets the trip demand when the pre-trip time is reached. The application meets the trip demand in different charging scenarios.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a reservation travel control method and device. Background Technology

[0002] With the continuous development of electric vehicle or hybrid vehicle technology, various intelligent control schemes have been added to vehicles, currently mainly including the following functions: Scheduled charging function: Users can set the start and end times of charging through the vehicle's infotainment system or an app. Once the start time is reached, the vehicle will automatically wake up and start charging. Once the vehicle is fully charged or the end time is reached, the vehicle will stop charging. Battery insulation function: After the vehicle is fully charged, the battery pack is heated and kept warm to maintain a high discharge performance. Remote air conditioning function: Users can remotely turn on the air conditioning in advance before using the vehicle, enhancing the driving and riding experience.

[0003] However, the aforementioned functions in the vehicle are independent of each other and users need to set them separately. At the same time, the coordination efficiency between related functions is low, making it difficult to balance energy and driving range requirements. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a reservation travel control method and device to overcome at least one of the above-mentioned defects.

[0005] In a first aspect, embodiments of this application provide a reservation travel control method, the method comprising: acquiring a reservation travel instruction, the reservation travel instruction including a time identifier and a status identifier, the time identifier indicating a reservation travel time for a vehicle, and the status identifier indicating that the reservation travel function for the vehicle is activated; determining the charging scenario in which the vehicle is located based on the connection status between the vehicle and the charging gun and the type of charging pile; and controlling the operation of the vehicle as a controlled object based on a control strategy corresponding to the charging scenario in which the vehicle is located, so that the vehicle meets the travel demand when the reservation travel time is reached.

[0006] In one optional embodiment of this application, determining the charging scenario of the vehicle based on the connection status between the vehicle and the charging gun and the type of charging pile includes: detecting the connection status between the vehicle and the charging gun; if the charging gun is detected to be connected to the vehicle, determining the type of charging pile corresponding to the charging gun based on the Bluetooth authentication detection result between the vehicle and the charging pile; if the type of charging pile is a home charging pile, determining the vehicle to be in a first charging scenario; if the type of charging pile is a market charging pile, determining the vehicle to be in a second charging scenario; if the charging gun is detected not to be connected to the vehicle, determining the vehicle to be in a third charging scenario.

[0007] In one optional embodiment of this application, the charging scenario in which the vehicle is located is a first charging scenario, and the controlled object includes the vehicle's charging subsystem and air conditioning subsystem. The step of controlling the operation of the controlled object based on a control strategy corresponding to the charging scenario in which the vehicle is located includes: determining a first charging time based on the current battery charge of the vehicle's power battery and a first charging power, wherein the first charging power indicates the charging power that a home charging station can provide, and the first charging time refers to the charging time required from the current battery charge to a full charge under the first charging power; and determining the air conditioning operation time and the time required during air conditioning operation based on the difference between the target temperature and the ambient temperature. The energy consumption power is calculated as follows: the target temperature refers to the vehicle's cabin temperature at the scheduled travel time, and the ambient temperature refers to the vehicle's outdoor temperature at the current time; a first wake-up time is determined based on the scheduled travel time, the first charging time, and the air conditioning operating time, where the first wake-up time refers to the time when the charging subsystem starts; in response to the arrival of the first wake-up time, the charging subsystem is controlled to operate; a first air conditioning start-up time is determined based on the scheduled travel time and the air conditioning operating time, where the first air conditioning start-up time refers to the time when the air conditioning subsystem starts; the air conditioning subsystem is controlled to operate based on the first air conditioning start-up time, the air conditioning operating time, and the air conditioning operating power. In one optional embodiment of this application, the first charging time is determined as follows: based on charging experiments at different cell temperatures for the vehicle, a charging control reference curve corresponding to the current cell temperature of the vehicle and the first charging power is determined, the charging control reference curve including a first control stage time, a second control stage time, and a third control stage time; the second control stage time is adjusted according to the current state of charge of the vehicle's power battery and the reference state of charge corresponding to the second control stage time to obtain an adjusted second control stage time; the first charging time is determined based on the first control stage time, the adjusted second control stage time, and the third control stage time.

[0008] In one optional embodiment of this application, the charging scenario in which the vehicle is located is a second charging scenario, and the controlled object includes the vehicle's charging subsystem and air conditioning subsystem. The step of controlling the operation of the controlled object based on a control strategy corresponding to the charging scenario in which the vehicle is located includes: detecting whether the battery charge of the vehicle's power battery has reached a preset charge level during the charging process; if the battery charge has not reached the preset charge level, controlling the charging subsystem to charge the power battery with a second charging power, where the second charging power indicates the charging power that the market charging station can provide; when the battery charge is detected to have reached the preset charge level, controlling the charging subsystem to charge the power battery with a third charging power, where the third charging power is less than the second charging power, and the third charging power is determined by the time difference between a preset charging time and the air conditioning start time, so that the power battery is not fully charged when the air conditioning start time arrives; determining a second air conditioning start time based on the scheduled travel time and the air conditioning running time, where the second air conditioning start time refers to the time when the air conditioning subsystem starts; and controlling the air conditioning subsystem to operate in response to the arrival of the second air conditioning start time.

[0009] In one optional embodiment of this application, the third charging power is determined by: determining a second charging time based on the current battery charge of the vehicle's power battery and a second charging power, wherein the second charging time refers to the charging time required from the current battery charge to the preset charge under the second charging power; determining the air conditioning operation time and the energy consumption power consumed during air conditioning operation based on the difference between the target temperature and the ambient temperature, wherein the target temperature refers to the cabin temperature of the vehicle at the scheduled travel time and the ambient temperature refers to the outdoor temperature of the vehicle at the current time; and determining the third charging power based on the second charging time, the air conditioning operation time, and the air conditioning operation power.

[0010] In one optional embodiment of this application, the charging scenario in which the vehicle is located is a third charging scenario, and the controlled object includes the vehicle's air conditioning subsystem and engine subsystem. The step of controlling the operation of the controlled object of the vehicle based on a control strategy corresponding to the charging scenario in which the vehicle is located includes: determining a third charging time based on the current battery charge of the vehicle's power battery and a fourth charging power, wherein the fourth charging power refers to the charging power when the engine subsystem supplies power to the vehicle, and the third charging time refers to the charging time required from the current battery charge to a full charge under the fourth charging power; and determining the air conditioning operation time and air conditioning operation parameters based on the difference between the target temperature and the ambient temperature. The energy consumption power consumed during this period; the target temperature refers to the vehicle's cabin temperature at the scheduled travel time, and the ambient temperature refers to the vehicle's outdoor temperature at the current time; based on the scheduled travel time, the third charging time, and the air conditioning operating time, a second wake-up time is determined, which refers to the time when the engine subsystem starts; in response to the arrival of the second wake-up time, the engine subsystem is controlled to operate; based on the scheduled travel time and the air conditioning operating time, a third air conditioning start-up time is determined, which refers to the time when the air conditioning subsystem starts; based on the third air conditioning start-up time, the air conditioning operating time, and the air conditioning operating power, the air conditioning subsystem is controlled to operate.

[0011] In one optional embodiment of this application, the travel demand refers to the fact that when the scheduled travel time is reached, the battery charge of the vehicle's power battery reaches the target charge, the temperature inside the vehicle's cabin reaches the corresponding target temperature, and the temperature of the power battery cells reaches the corresponding preset temperature.

[0012] Secondly, this application also provides a reservation travel control device, the device comprising: an acquisition module for acquiring a reservation travel instruction, the reservation travel instruction including a time identifier and a status identifier, the time identifier indicating the reservation travel time for a vehicle, and the status identifier indicating that the reservation travel function for the vehicle is activated; a determination module for determining the charging scenario of the vehicle based on the connection status between the vehicle and the charging gun and the type of charging pile; and a control module for controlling the operation of the vehicle as a controlled object based on a control strategy corresponding to the charging scenario of the vehicle, so that the vehicle meets the travel demand when the reservation travel time is reached.

[0013] Thirdly, this application embodiment also provides a vehicle, the vehicle including an on-board processor, the on-board processor being configured to: acquire a reservation travel instruction, the reservation travel instruction including a time identifier and a status identifier, the time identifier indicating the reservation travel time for the vehicle, and the status identifier indicating that the reservation travel function for the vehicle is activated; determine the charging scenario in which the vehicle is located based on the connection status between the vehicle and the charging gun and the type of charging pile; and control the operation of the controlled object of the vehicle based on a control strategy corresponding to the charging scenario in which the vehicle is located, so that the vehicle meets the travel needs when the reservation travel time is reached.

[0014] This application provides a reservation travel control method and device, which determines the corresponding control strategy based on the different charging scenarios of the vehicle, controls the operation of the controlled object of the vehicle, so that the vehicle meets the travel demand when the reservation travel time is reached. This application satisfies the travel demand under different charging scenarios.

[0015] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A flowchart of the reservation travel control method provided in the embodiments of this application; Figure 2 A flowchart illustrating the steps of executing the control strategy in the first charging scenario provided in this application embodiment; Figure 3 This is a schematic diagram of the execution process in the first charging scenario provided in the embodiments of this application; Figure 4 A flowchart illustrating the steps of executing the control strategy in the second charging scenario provided in this application embodiment; Figure 5 This is a schematic diagram of the execution process in the second charging scenario provided in the embodiments of this application; Figure 6 A flowchart illustrating the steps of executing the control strategy in the third charging scenario provided in this application embodiment; Figure 7 This is a schematic diagram of the structure of the reservation travel control device provided in the embodiments of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0019] First, the applicable scenarios for this application will be introduced. This application can be applied to the field of vehicles.

[0020] With the development of charging-related functions and technologies for electric or hybrid vehicles, various intelligent control schemes have been added to vehicles. Functions such as scheduled charging and battery insulation are relatively common and mature, and remote air conditioning is also a common feature. However, when these functions are independent of each other and users need to set them separately, and the coordination efficiency of related functions is not high, it is difficult to balance energy and range requirements, which may lead to many problems. For example, the battery may not be fully charged within the scheduled charging time, the battery insulation time may be too long when charging ends early, resulting in low energy utilization efficiency, the remote air conditioning requires electricity, affecting the range before departure, and there are issues with low driving performance in low temperatures and low SOC. Current scheduled travel solutions are limited to a single charging scenario. If we want to cover all user scenarios, we will add many user settings, resulting in a poor user travel experience and low system energy utilization.

[0021] To address the problems mentioned above, the purpose of this application is to provide a reservation travel control method and device that can determine corresponding control strategies based on different charging scenarios of the vehicle, control the operation of the controlled object of the vehicle, so that the vehicle can meet the travel needs when the reservation travel time is reached. This application satisfies the travel needs under different charging scenarios.

[0022] This application provides a reservation travel control method, which is executed by the vehicle's onboard processor. Please refer to [link to relevant documentation]. Figure 1 , Figure 1 This is a flowchart illustrating the reservation travel control method provided in an embodiment of this application. Figure 1 As shown in the embodiments of this application, the reservation travel control method includes: S101. Obtain a reservation travel instruction. The reservation travel instruction includes a time identifier and a status identifier. The time identifier indicates the reservation travel time for the vehicle, and the status identifier indicates that the reservation travel function for the vehicle has been activated.

[0023] In this step, there are two ways to obtain the booking confirmation: In one scenario, the driver remotely sets the scheduled travel time via a mobile app and controls the vehicle's processor to execute the scheduled travel function. Another scenario involves the driver setting a scheduled travel time via the vehicle's infotainment system and controlling the onboard processor to execute the scheduled travel function.

[0024] S102. Determine the charging scenario of the vehicle based on the connection status between the vehicle and the charging gun and the type of charging pile.

[0025] In this step, the connection status between the vehicle and the charging gun is detected. The connection status includes two situations: the vehicle and the charging gun are connected, and the vehicle and the charging gun are not connected.

[0026] If the charging gun is detected to be connected to the vehicle, the type of charging station corresponding to the charging gun is determined based on the Bluetooth authentication detection results between the vehicle and the charging station.

[0027] For example, the type of charging station corresponding to the charging gun can be verified via Bluetooth.

[0028] If the Bluetooth authentication test between the vehicle and the charging pile passes, the type of the charging gun is a home charging pile, and the vehicle is determined to be in the first charging scenario. At this time, the first charging scenario is a home charging pile and the authentication is passed.

[0029] If the Bluetooth authentication test between the vehicle and the charging pile fails, the type of charging gun is a market charging pile, and the vehicle is determined to be in the second charging scenario. At this time, the second charging scenario is a market charging pile and the vehicle is charging.

[0030] If it is detected that the charging gun is not connected to the vehicle, the vehicle is determined to be in the third charging scenario. In this case, the third charging scenario is that the vehicle is not charging.

[0031] S103. Based on the control strategy corresponding to the charging scenario in which the vehicle is located, control the operation of the controlled object of the vehicle so that the vehicle can meet the travel needs when the scheduled travel time is reached.

[0032] Specifically, different control strategies are applied to different charging scenarios. Travel demand refers to the vehicle's power battery reaching the target power level, the vehicle's cabin temperature reaching the corresponding target temperature, and the power battery cell temperature reaching the corresponding preset temperature when the scheduled travel time is reached.

[0033] This application controls the operation of the vehicle by means of a control strategy corresponding to the charging scenario in which the vehicle is located, so that the vehicle can meet the travel needs when the scheduled travel time is reached. This application satisfies the travel needs under different charging scenarios.

[0034] Please see Figure 2 , Figure 2 This is a flowchart illustrating the steps of executing the control strategy in the first charging scenario provided in this application embodiment. Figure 2 As shown in the embodiments of this application, the steps of executing the control strategy in the first charging scenario include: In the first embodiment, the charging scenario in which the vehicle is located is the first charging scenario, and the controlled objects include the vehicle's charging subsystem and air conditioning subsystem.

[0035] S201. Based on the current battery charge of the vehicle's power battery and the first charging power, determine the first charging time. The first charging power indicates the charging power that the home charging station can provide, and the first charging time refers to the charging time required from the current battery charge to a full charge under the first charging power.

[0036] Specifically, please refer to Figure 3 , Figure 3 This is a schematic diagram of the execution process in the first charging scenario provided in the embodiments of this application. Figure 3 In the diagram, T_0 represents the moment of plugging in the charging gun, and t_0 represents the waiting time (i.e., the waiting duration) between the moment the reservation travel instruction is received and the moment charging begins (T_1); T_4 represents the moment the air conditioner is turned on in the first charging scenario, and T_5 represents the moment of the reservation travel; the "air conditioner t-4" marked in the diagram corresponds to the time period between T4 and T5, representing the duration of operation of the air conditioner subsystem from the moment of startup to the moment of the reservation travel.

[0037] The first charging time is determined in the following way: Based on charging experiments at different cell temperatures for the vehicle, a charging control reference curve corresponding to the vehicle's current cell temperature and first charging power is determined. The charging control reference curve includes the first control stage time, the second control stage time, and the third control stage time.

[0038] Based on high and low temperature charging experiments of vehicle power batteries, and according to the current battery charge, cell temperature, and initial charging power, the experiment calibrated the process of charging from 20% state of charge (SOC) to 100%, that is, the process of charging from 20% battery charge to full charge. The time for the first control stage, the second control stage, and the third control stage were then determined by referring to a table. The first control stage time corresponds to... Figure 3The time t_1 of the charging current boosting stage (heating / cooling) corresponds to the time of the second control stage. Figure 3 The constant current charging time t_2 corresponds to the third control stage time. Figure 3 The charging time t_3 during the final stage of charging.

[0039] In this step, the first control phase is mainly used to heat / cool the battery cell to bring it to the target temperature, preventing the battery from becoming too low and affecting charging and discharging efficiency. Figure 3 During the second control phase, T_1-T_2, the time is primarily used to charge the vehicle's power battery. Figure 3 During the T_2-T_3 phase, the third control stage is primarily used to charge the vehicle's power battery at a lower voltage. Figure 3 T_3- T_4.

[0040] The second control phase time is adjusted based on the current state of charge of the vehicle's power battery and the reference state of charge corresponding to the second control phase time, resulting in the adjusted second control phase time.

[0041] In the aforementioned high and low temperature charging experiment for vehicle power batteries, the experimental data, taking the process from 20% charge to full charge as an example, determined the time for the first control stage, the second control stage, and the third control stage. Based on the difference between the current battery charge of the vehicle and the target charge, the time for the adjusted second control stage was calculated proportionally with the difference between 20% charge and full charge (80%) in the experiment. At this time, the adjusted second control time is the constant charging current charging time calculated based on the experimental data. For example, the target charge can be the full charge or the charge set by the driver.

[0042] Based on the high and low temperature charging experiments of the vehicle's power battery, the battery charge (SOC) at times T_2 and T_3 was also obtained, with the first control stage time, the second control stage time, the third control stage time, and four SOC values ​​as the basic reference values.

[0043] The system detects the current battery level, determines the charging interval required to reach the target battery level, and performs segmented equivalent calculations on the charging interval and a baseline reference value to derive the adjusted second control time. The segmented equivalent calculations modify the constant current charging time. Figure 3 T_2- T_3.

[0044] The first charging time is determined based on the first control phase time, the adjusted second control phase time, and the third control phase time. Specifically, the first charging time is the sum of the first control phase time, the adjusted second control phase time, and the third control phase time.

[0045] S202. Based on the difference between the target temperature and the ambient temperature, determine the air conditioning operation time and the energy consumption power consumed during the air conditioning operation. The target temperature refers to the cabin temperature of the vehicle at the scheduled travel time, and the ambient temperature refers to the outdoor temperature of the vehicle at the current time.

[0046] Based on cabin heating / cooling characteristic experiments, and according to the difference ΔT between the vehicle's target temperature (T_target) and the ambient temperature (T_amb), cabin heating / cooling time maps and energy consumption maps corresponding to different temperature differences ΔT are calibrated. The air conditioning operating time is then obtained by looking up the cabin heating / cooling time map based on the temperature difference. Figure 3 The energy consumption power consumed during the operation of the air conditioner is obtained by looking up the energy consumption Map table based on the temperature difference between T_4 and T_5.

[0047] The target temperature can be the vehicle's interior air conditioning temperature set by the driver, or it can be the default temperature when the air conditioning subsystem last stopped working.

[0048] S203. Based on the scheduled travel time, the first charging time, and the air conditioning operation time, determine the first wake-up time, which refers to the time when the charging subsystem starts.

[0049] Specifically, the first wake-up time is the difference between the scheduled travel time and the first charging time and air conditioning operation time. Figure 3 The corresponding time T_1 in the middle.

[0050] S204. In response to the arrival of the first wake-up time, control the operation of the charging subsystem.

[0051] The timer starts from the moment the reservation travel instruction is received. When the time is detected to reach the first wake-up time, the charging subsystem is controlled to work and provide power to the vehicle's power battery.

[0052] S205. Based on the scheduled travel time and air conditioning operation time, determine the first air conditioning start time, which refers to the start time of the air conditioning subsystem.

[0053] Specifically, the first air conditioning start time is the difference between the scheduled travel time and the air conditioning operating time. Figure 3 The corresponding time T_4.

[0054] S206. Based on the first air conditioner start time, air conditioner running time, and air conditioner operating power, control the operation of the air conditioning subsystem.

[0055] The system calculates the required electricity during the air conditioning operation time and power consumption. It starts timing from the moment the reservation travel instruction is received. When the first air conditioning start time is detected, the system controls the air conditioning subsystem to start the air conditioning and make the vehicle's cabin temperature reach the target temperature.

[0056] In the second embodiment, the charging scenario in which the vehicle is located is the second charging scenario, and the controlled objects include the vehicle's charging subsystem and air conditioning subsystem.

[0057] The system checks whether the vehicle's power battery has reached the preset charge level during the charging process.

[0058] For example, the preset charge level refers to the data from experiments conducted on the power battery to detect whether the battery charge level of the vehicle's power battery reaches the preset charge level during the charging process. For example, the preset charge level can be 98%.

[0059] If the battery charge does not reach the preset charge level, the charging subsystem is controlled to charge the power battery with a second charging power, which indicates the charging power that the market charging station can provide.

[0060] When the battery charge is less than 98%, the power battery is charged according to the second charging power.

[0061] When the battery level is detected to have reached the preset level, the charging subsystem is controlled to charge the power battery with a third charging power. The third charging power is less than the second charging power. The third charging power is determined by the time difference between the preset charging time and the air conditioner turning on, so that the power battery is not fully charged when the air conditioner turns on.

[0062] At this time, the preset charge level is less than the battery's full charge level, and the preset charging time refers to the moment when the power battery is charged to 98%.

[0063] Please see Figure 4 , Figure 4 This is a flowchart illustrating the steps of executing the control strategy in the second charging scenario provided in this application embodiment. Figure 4 As shown, the third charging power is determined in the following manner: S401. Based on the current battery charge of the vehicle's power battery and the second charging power, determine the second charging time, which refers to the charging time required from the current battery charge to the preset charge under the second charging power.

[0064] Based on high and low temperature charging experiments of vehicle power batteries, the first control stage time, the second control stage time, and the third control stage time are determined by the experiment according to the current battery charge, cell temperature, and second charging power of the vehicle. The adjusted second control stage time is determined by proportional calculation. The second charging time is the sum of the first control stage time, the adjusted second control stage time, and the third control stage time.

[0065] Specifically, please refer to Figure 5 , Figure 5 This is a schematic diagram of the execution process in the second charging scenario provided in the embodiments of this application. Figure 5 In this diagram, T_1 represents the start of charging, i.e., the time when the charging subsystem starts up; t_1 represents the duration of the current boost phase (labeled "current boost t_1" in the diagram), corresponding to the time period between T_1 and T_2; T_2 represents the end of the current boost phase and the start of the constant current charging phase; t_2 represents the duration of the constant current charging phase (labeled "constant current charging t_2" in the diagram), corresponding to the time period between T_2 and T_3; T_3 represents the end of the constant current charging phase and the start of the constant voltage charging phase; t_3 represents the duration of the constant voltage charging phase (labeled "constant voltage charging t_3" in the diagram). The time period is from T_3 to T_6; T_6 represents the time when the power battery reaches the preset charge level; t_6 represents the duration of low-current charging (marked as "low-current maintenance t_6" in the diagram), corresponding to the time period from T_6 to T_4; T_4 represents the time when the air conditioning is turned on (marked as "air conditioning turn on" in the diagram), that is, the time when the air conditioning subsystem starts; t_4 represents the duration of air conditioning operation (marked as "air conditioning t_4" in the diagram), corresponding to the time period from T_4 to T_5; T_5 represents the scheduled travel time (marked as "scheduled travel time" in the diagram), that is, the time when the vehicle needs to meet the travel requirements.

[0066] S402. Based on the difference between the target temperature and the ambient temperature, determine the air conditioning operation time and the energy consumption power consumed during the air conditioning operation. The target temperature refers to the cabin temperature of the vehicle at the scheduled travel time, and the ambient temperature refers to the outdoor temperature of the vehicle at the current time.

[0067] Based on cabin heating / cooling characteristic experiments, the air conditioning operation time and the energy consumption power consumed during air conditioning operation are determined by the difference between the target temperature and the ambient temperature.

[0068] S403. Based on the second charging time, the air conditioner running time, and the air conditioner operating power, determine the third charging power.

[0069] Based on the air conditioning operating time and power, the required electricity during the air conditioning operating time can be determined. Then, the difference between the preset power level and the battery power level when fully charged, as well as the sum of the current consumed by multiple controllers in the vehicle when parked, are calculated to determine the small current request value. Finally, based on the preset charging time and the second air conditioning start time, the third charging power is determined.

[0070] Charging is performed at the third charging power. The charging subsystem enters a low-current maintenance charging mode to avoid the battery being fully charged and the market charging station settling the bill. Charging ends, and when the second air conditioning time arrives, the power consumed by the air conditioning is the power of the power battery. As a result, when the scheduled travel time arrives, the power battery is not at the preset level and does not meet the travel needs.

[0071] Based on the scheduled travel time and air conditioning operating time, the start time of the second air conditioner is determined. The start time of the second air conditioner refers to the time when the air conditioning subsystem is started.

[0072] In response to the arrival of the second air conditioning start time, control the operation of the air conditioning subsystem.

[0073] The system starts timing from the moment the reservation travel instruction is received. When the time is detected to be the second air conditioning turn-on time, the air conditioning subsystem is controlled to turn on the air conditioning so that the temperature inside the vehicle reaches the target temperature.

[0074] In the third embodiment, the charging scenario in which the vehicle is located is the third charging scenario, and the controlled objects include the vehicle's air conditioning subsystem and engine subsystem.

[0075] Please see Figure 6 , Figure 6 This is a flowchart illustrating the steps of executing the control strategy in the third charging scenario provided in this application embodiment.

[0076] Step S601: Based on the current battery charge of the vehicle's power battery and the fourth charging power, determine the third charging time. The fourth charging power refers to the charging power when the engine subsystem supplies power to the vehicle, and the third charging time refers to the charging time required from the current battery charge to a full charge under the fourth charging power.

[0077] Specifically, based on high and low temperature charging experiments of the vehicle's power battery, the first control stage time, the second control stage time, and the third control stage time are determined by calibrating the cell temperature, battery capacity, and fourth charging power at the current moment of the vehicle. The adjusted second control stage time is determined by proportional calculation, and the third charging time is the sum of the first control stage time, the adjusted second control stage time, and the third control stage time.

[0078] Step S602: Based on the difference between the target temperature and the ambient temperature, determine the air conditioning operation time and the energy consumption power consumed during the air conditioning operation. The target temperature refers to the cabin temperature of the vehicle at the scheduled travel time, and the ambient temperature refers to the outdoor temperature of the vehicle at the current time.

[0079] Based on cabin heating / cooling characteristic experiments, the air conditioning operation time and the energy consumption power consumed during air conditioning operation are determined by the difference between the target temperature and the ambient temperature.

[0080] Step S603: Based on the scheduled travel time, the third charging time, and the air conditioning running time, determine the second wake-up time, which refers to the time when the engine subsystem starts.

[0081] Specifically, the second wake-up time is the difference between the scheduled travel time and the third charging time and air conditioning operation time.

[0082] Step S604: In response to the arrival of the second wake-up time, control the operation of the engine subsystem.

[0083] The timer starts from the moment the reservation travel instruction is received. When the second wake-up time is detected, the engine subsystem is controlled to work so that the vehicle's power battery reaches the target charge level.

[0084] Step S605: Based on the scheduled travel time and the air conditioning operating time, determine the third air conditioning start time, where the third air conditioning start time refers to the start time of the air conditioning subsystem.

[0085] Step S606: Control the operation of the air conditioning subsystem based on the third air conditioner's start time, air conditioner running time, and air conditioner operating power.

[0086] The system starts timing from the moment the reservation travel instruction is received. When the time is detected to be the third air conditioning turn-on time, the air conditioning subsystem is controlled to work and turn on the air conditioning so that the temperature inside the vehicle reaches the target temperature when the reservation travel time is reached.

[0087] In the fourth embodiment, in other scenarios, if the time between the scheduled travel time and the time when the scheduled travel instruction is obtained is small, and the battery power cannot be fully charged, then the charging is carried out for the first control stage time and the second control stage time, corresponding to the charging current increase stage time t_1 such as heating / cooling, and the constant charging current charging time t_2, excluding the power reduction charging time t_3 at the end of the charging period.

[0088] Based on cabin heating / cooling characteristic experiments, the air conditioning operation time and the energy consumption power consumed during air conditioning operation are determined by the difference between the target temperature and the ambient temperature.

[0089] The third wake-up time is determined based on the scheduled travel time and the air conditioning operation time.

[0090] The system starts timing from the moment the reservation travel instruction is received. When the time reaches the third wake-up time, the air conditioning subsystem is controlled to start the air conditioning so that the cabin temperature reaches the target temperature when the reservation travel time arrives.

[0091] This application determines corresponding control strategies based on different charging scenarios of the vehicle, controls the operation of the controlled object of the vehicle, so that the vehicle can meet the travel demand when the scheduled travel time is reached. This application satisfies the travel demand under different charging scenarios, while reducing user settings, improving the user travel experience, and improving the system energy utilization rate.

[0092] Please see Figure 7 , Figure 7 This application also provides a reservation travel control method device 700 corresponding to the reservation travel control method in the embodiments, such as... Figure 7 As shown, the reservation travel control method device 700 includes: The acquisition module is used to acquire a reservation travel instruction, which includes a time identifier and a status identifier. The time identifier indicates the reservation travel time for the vehicle, and the status identifier indicates that the reservation travel function for the vehicle has been activated. The determination module is used to determine the charging scenario of the vehicle based on the connection status between the vehicle and the charging gun and the type of charging pile. The control module is used to control the operation of the vehicle based on a control strategy corresponding to the charging scenario in which the vehicle is located, so that the vehicle can meet the travel needs when the scheduled travel time is reached.

[0093] Since the principle of the device in this application embodiment for solving the problem is similar to the above-mentioned reservation travel control method in this application embodiment, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0094] This application also provides a vehicle, including an on-board processor, which is configured to: Obtain a reservation trip instruction, which includes a time identifier and a status identifier. The time identifier indicates the reservation trip time for the vehicle, and the status identifier indicates that the reservation trip function for the vehicle has been activated. The charging scenario of the vehicle is determined based on the connection status between the vehicle and the charging gun and the type of charging station. Based on the control strategy corresponding to the charging scenario in which the vehicle is located, the operation of the controlled object of the vehicle is controlled so that the vehicle can meet the travel needs when the scheduled travel time is reached.

[0095] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0096] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, 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 shown 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.

[0097] 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.

[0098] In addition, the functional units in the various embodiments of 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.

[0099] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, 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, such as a personal computer, server, or network device, to execute all or part of the steps of the methods described in the various embodiments of this application. 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.

[0100] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling pre-booked travel, characterized in that, include: Obtain a reservation travel instruction, which includes a time identifier and a status identifier. The time identifier indicates the reservation travel time for the vehicle, and the status identifier indicates that the reservation travel function for the vehicle has been activated. The charging scenario of the vehicle is determined based on the connection status between the vehicle and the charging gun and the type of charging pile. Based on the control strategy corresponding to the charging scenario in which the vehicle is located, the controlled object of the vehicle is controlled to operate so that the vehicle can meet the travel needs when the scheduled travel time is reached. The step of determining the charging scenario of the vehicle based on the connection status between the vehicle and the charging gun and the type of charging pile includes: Detect the connection status between the vehicle and the charging gun; If it is detected that the charging gun is connected to the vehicle and it is determined that the type of the charging pile is a market pile, then the vehicle is in the second charging scenario. The controlled objects include the vehicle's charging subsystem and air conditioning subsystem, wherein controlling the operation of the controlled objects of the vehicle based on a control strategy corresponding to the charging scenario in which the vehicle is located includes: The system checks whether the vehicle's power battery has reached the preset charge level during the charging process. If the battery charge does not reach the preset charge level, the charging subsystem is controlled to charge the power battery with a second charging power, where the second charging power indicates the charging power that the market charging station can provide. When the battery power is detected to have reached the preset power level, the charging subsystem is controlled to charge the power battery with a third charging power. The third charging power is less than the second charging power. The third charging power is determined by the time difference between the preset charging time and the air conditioner turning on time, so that the power battery is not fully charged when the air conditioner turns on time. The preset charging time refers to the time when the power battery is charged to 98%. Based on the scheduled travel time and air conditioning operating time, the second air conditioning start time is determined, which refers to the start time of the air conditioning subsystem. In response to the arrival of the second air conditioner start time, control the operation of the air conditioning subsystem; The third charging power is determined in the following manner: Based on the current battery charge of the vehicle's power battery and the second charging power, a second charging time is determined. The second charging time refers to the charging time required from the current battery charge to the preset charge under the second charging power. Based on the difference between the target temperature and the ambient temperature, the air conditioning operating time and air conditioning operating power are determined. The target temperature refers to the cabin temperature of the vehicle at the scheduled travel time, and the ambient temperature refers to the outdoor temperature of the vehicle at the current time. The third charging power is determined based on the second charging time, the air conditioner running time, and the air conditioner operating power.

2. The reservation-based travel control method according to claim 1, characterized in that, The step of determining the charging scenario of the vehicle based on the connection status between the vehicle and the charging gun and the type of charging pile includes: Detect the connection status between the vehicle and the charging gun; If the charging gun is detected to be connected to the vehicle, the type of charging station corresponding to the charging gun is determined based on the Bluetooth authentication detection results between the vehicle and the charging station. If the type of charging station is a home charging station, then the vehicle is determined to be in the first charging scenario. If it is detected that the charging gun is not connected to the vehicle, then the vehicle is determined to be in a third charging scenario.

3. The reservation-based travel control method according to claim 2, characterized in that, The charging scenario in which the vehicle is located is the first charging scenario, and the controlled objects include the vehicle's charging subsystem and air conditioning subsystem. The control strategy based on the charging scenario in which the vehicle is located, controlling the operation of the controlled object, includes: Based on the current battery charge of the vehicle's power battery and the first charging power, a first charging time is determined. The first charging power indicates the charging power that the home charging station can provide. The first charging time refers to the charging time required from the current battery charge to a full charge under the first charging power. Based on the difference between the target temperature and the ambient temperature, the air conditioning operating time and air conditioning operating power are determined. The target temperature refers to the cabin temperature of the vehicle at the scheduled travel time, and the ambient temperature refers to the outdoor temperature of the vehicle at the current time. Based on the scheduled travel time, the first charging time, and the air conditioning running time, the first wake-up time is determined, which refers to the time when the charging subsystem starts up. In response to the arrival of the first wake-up time, control the operation of the charging subsystem; Based on the scheduled travel time and the air conditioning operating time, a first air conditioning start time is determined, whereby the first air conditioning start time refers to the start time of the air conditioning subsystem. The operation of the air conditioning subsystem is controlled based on the first air conditioner start-up time, the air conditioner running time, and the air conditioner operating power.

4. The reservation-based travel control method according to claim 3, characterized in that, The first charging time is determined in the following manner: Based on charging experiments at different cell temperatures for the vehicle, a charging control reference curve corresponding to the current cell temperature of the vehicle and the first charging power is determined. The charging control reference curve includes a first control stage time, a second control stage time, and a third control stage time. The second control phase time is adjusted based on the current state of charge of the vehicle's power battery and the reference state of charge corresponding to the second control phase time, to obtain the adjusted second control phase time. The first charging time is determined based on the first control phase time, the adjusted second control phase time, and the third control phase time.

5. The reservation-based travel control method according to claim 2, characterized in that, The charging scenario in which the vehicle is located is the third charging scenario, and the controlled objects include the vehicle's air conditioning subsystem and engine subsystem. The control strategy based on the charging scenario in which the vehicle is located, controlling the operation of the controlled object, includes: Based on the current battery charge of the vehicle's power battery and the fourth charging power, a third charging time is determined. The fourth charging power refers to the charging power when the engine subsystem supplies power to the vehicle. The third charging time refers to the charging time required from the current battery charge to a full charge under the fourth charging power. Based on the difference between the target temperature and the ambient temperature, the air conditioning operating time and air conditioning operating power are determined. The target temperature refers to the cabin temperature of the vehicle at the scheduled travel time, and the ambient temperature refers to the outdoor temperature of the vehicle at the current time. Based on the scheduled travel time, the third charging time, and the air conditioning operation time, the second wake-up time is determined, which refers to the time when the engine subsystem starts. In response to the arrival of the second wake-up time, control the operation of the engine subsystem; Based on the scheduled travel time and the air conditioning operating time, the third air conditioning start time is determined, whereby the third air conditioning start time refers to the start time of the air conditioning subsystem. The operation of the air conditioning subsystem is controlled based on the third air conditioner's start-up time, the air conditioner's running time, and the air conditioner's operating power.

6. The reservation-based travel control method according to claim 1, characterized in that, The travel demand refers to the fact that when the scheduled travel time arrives, the vehicle's power battery charge reaches the target charge level, the vehicle's cabin temperature reaches the corresponding target temperature, and the power battery cell temperature reaches the corresponding preset temperature.

7. A reservation travel control device, characterized in that, The device includes: The acquisition module is used to acquire a reservation travel instruction, which includes a time identifier and a status identifier. The time identifier indicates the reservation travel time for the vehicle, and the status identifier indicates that the reservation travel function for the vehicle is enabled. The determination module is used to determine the charging scenario of the vehicle based on the connection status between the vehicle and the charging gun and the type of charging pile. The determining module is also used to detect the connection status between the vehicle and the charging gun; if the charging gun is detected to be connected to the vehicle and it is determined that the type of the charging pile is a market pile, then the second charging scenario of the vehicle is determined. The control module is used to control the operation of the vehicle based on a control strategy corresponding to the charging scenario in which the vehicle is located, so that the vehicle can meet the travel needs when the scheduled travel time is reached. The control module is further configured to detect whether the battery charge of the vehicle's power battery has reached a preset charge level during the charging process. The controlled objects include the vehicle's charging subsystem and air conditioning subsystem. If the battery charge has not reached the preset charge level, the module controls the charging subsystem to charge the power battery at a second charging power, where the second charging power indicates the charging power that the charging station can provide. When the battery charge is detected to have reached the preset charge level, the module controls the charging subsystem to charge the power battery at a third charging power, where the third charging power is less than the second charging power. The third charging power is determined by the time difference between a preset charging time and the air conditioning start time, so that the power battery is not fully charged when the air conditioning start time arrives. The preset charging time refers to the moment when the power battery charge reaches 98%. Based on the scheduled travel time and air conditioning operation time, a second air conditioning start time is determined, where the second air conditioning start time refers to the start time of the air conditioning subsystem. In response to the arrival of the second air conditioning start time, the module controls the air conditioning subsystem to operate. The control module is further configured to determine the third charging power in the following ways: based on the current battery charge of the vehicle's power battery and the second charging power, determine a second charging time, where the second charging time refers to the charging time required from the current battery charge to the preset charge under the second charging power; based on the difference between the target temperature and the ambient temperature, determine the air conditioning operating time and the air conditioning operating power, where the target temperature refers to the vehicle's cabin temperature at the scheduled travel time and the ambient temperature refers to the vehicle's outdoor temperature at the current time; and based on the second charging time, the air conditioning operating time, and the air conditioning operating power, determine the third charging power.

8. A vehicle, characterized in that, The vehicle includes an on-board processor, which is configured to: Obtain a reservation travel instruction, which includes a time identifier and a status identifier. The time identifier indicates the reservation travel time for the vehicle, and the status identifier indicates that the reservation travel function for the vehicle has been activated. The charging scenario of the vehicle is determined based on the connection status between the vehicle and the charging gun and the type of charging pile. Based on the control strategy corresponding to the charging scenario in which the vehicle is located, the controlled object of the vehicle is controlled to operate so that the vehicle can meet the travel needs when the scheduled travel time is reached. The step of determining the charging scenario of the vehicle based on the connection status between the vehicle and the charging gun and the type of charging pile includes: Detect the connection status between the vehicle and the charging gun; If a charging gun is detected to be connected to a vehicle and it is determined that the type of charging pile is a market pile, then the vehicle is identified as being in a second charging scenario. The controlled objects include the vehicle's charging subsystem and air conditioning subsystem, wherein controlling the operation of the controlled objects of the vehicle based on a control strategy corresponding to the charging scenario in which the vehicle is located includes: The system checks whether the vehicle's power battery has reached the preset charge level during the charging process. If the battery charge does not reach the preset charge level, the charging subsystem is controlled to charge the power battery with a second charging power, where the second charging power indicates the charging power that the market charging station can provide. When the battery power is detected to have reached the preset power level, the charging subsystem is controlled to charge the power battery with a third charging power. The third charging power is less than the second charging power. The third charging power is determined by the time difference between the preset charging time and the air conditioner turning on time, so that the power battery is not fully charged when the air conditioner turns on time. The preset charging time refers to the time when the power battery is charged to 98%. Based on the scheduled travel time and air conditioning operating time, the second air conditioning start time is determined, which refers to the start time of the air conditioning subsystem. In response to the arrival of the second air conditioner start time, control the operation of the air conditioning subsystem; The third charging power is determined in the following manner: Based on the current battery charge of the vehicle's power battery and the second charging power, a second charging time is determined. The second charging time refers to the charging time required from the current battery charge to the preset charge under the second charging power. Based on the difference between the target temperature and the ambient temperature, the air conditioning operating time and air conditioning operating power are determined. The target temperature refers to the cabin temperature of the vehicle at the scheduled travel time, and the ambient temperature refers to the outdoor temperature of the vehicle at the current time. The third charging power is determined based on the second charging time, the air conditioner running time, and the air conditioner operating power.

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