Path planning method and device, storage medium and automobile

Abstract

The invention relates to the technical field of automobiles, and discloses a path planning method and device, a storage medium and an automobile, and the method comprises the steps: obtaining a current vehicle position and a destination position; planning an initial path based on the current vehicle position and the destination position, and performing simulated driving according to the initial path; when the simulated real-time electric quantity in the simulated driving process is lower than the target electric quantity, determining a midway charging position for simulated charging, and returning to execute the step of acquiring the current vehicle position and the destination position until the simulated real-time electric quantity is not lower than the target electric quantity when the vehicle arrives at the destination position; and performing path planning based on the current vehicle position, the destination position and the midway charging position. Compared with the prior art, the method can automatically determine the midway charging position, thereby enabling the planned path to consider the electric quantity when reaching the destination, and improving the user experience.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a path planning method, device, storage medium and automobile. Background Art

[0002] At present, when new energy vehicles plan their routes, if the journey is long, they need to consider the issue of charging midway. For users who require a certain amount of remaining power when arriving at the destination, the existing method is that the car automatically displays the charging locations on the planned route, and the user selects one of the charging locations to charge midway, so that the car can meet the user's remaining power requirements when arriving at the destination. This method may fail to meet the requirements due to the user forgetting to select or making mistakes, resulting in poor user experience.

[0003] Therefore, for users who require a certain amount of battery power when arriving at the destination, how to consider the battery power when arriving at the destination when planning the route is a technical problem that needs to be solved urgently. Summary of the invention

[0004] The main purpose of the present application is to provide a path planning method, device, storage medium and car, aiming to solve the existing technical problem that users select charging locations to charge by themselves, so that the remaining power requirements of the user are met when the car arrives at the destination, resulting in a poor user experience.

[0005] To achieve the above object, the present application provides a path planning method, the method comprising:

[0006] Get the current vehicle position and destination position;

[0007] Planning an initial path based on the current vehicle position and the destination position, and performing simulated driving along the initial path;

[0008] When the simulated real-time power level during the simulated driving process is lower than the target power level, determine the intermediate charging position for simulated charging, and return to the step of obtaining the current vehicle position and the destination position until the simulated real-time power level is not lower than the target power level when arriving at the destination position;

[0009] Route planning is performed based on the current vehicle position, the destination position, and the intermediate charging position.

[0010] In one embodiment, when the simulated real-time power level during the simulated driving process is lower than the target power level, the step of determining the intermediate charging position for simulated charging includes:

[0011] When the simulated real-time power during the simulated driving process is lower than the target power, the available power is determined according to the estimated charging power and the target power;

[0012] Determining whether the driving distance corresponding to the available power meets the required distance to reach the destination location;

[0013] If yes, then determining the intermediate charging position according to the current vehicle position to perform simulated charging;

[0014] If not, a power conservation interval is determined, and an intermediate charging position is determined based on the power conservation interval, the driving distance, and the required distance to perform simulated charging.

[0015] In one embodiment, the step of determining the intermediate charging position for simulated charging based on the power conservation interval, the driving distance and the required distance includes:

[0016] Determining a power conservation section corresponding to the power conservation interval, and determining a remaining distance based on the driving distance and the required distance;

[0017] When the power-saving section is between the remaining distances, determining the search position and search range corresponding to each power station search point in the power-saving section;

[0018] Searching according to the corresponding search range based on each of the search positions to obtain a charging position within each of the search ranges;

[0019] An intermediate charging position is selected from each of the charging positions to perform simulated charging.

[0020] In one embodiment, the step of selecting an intermediate charging position from each of the charging positions for simulated charging includes:

[0021] Determine the number of search ranges in which each of the charging positions is located, and sort the number of search ranges;

[0022] An intermediate charging position is selected from each of the charging positions according to the sorting result to perform simulated charging.

[0023] In one embodiment, the step of selecting an intermediate charging position from each of the charging positions for simulated charging according to the sorting result includes:

[0024] Selecting an initial charging position from each of the charging positions according to the sorting result;

[0025] When the number of the initial charging positions is at least two, determining to obtain vehicle charging parameters and charging pile parameters at each of the initial charging positions;

[0026] The matching degree between the vehicle charging parameters and the parameters of each charging pile is determined, and an intermediate charging position is selected from each charging position for simulated charging based on each matching degree.

[0027] In one embodiment, after the step of performing route planning based on the current vehicle position, the destination position and the intermediate charging position, the method further includes:

[0028] When actually driving according to the planning results, obtain the current power and current vehicle power consumption;

[0029] Acquire the real-time vehicle position, and simulate driving according to the planning result based on the real-time vehicle position, the current power and the current vehicle power consumption;

[0030] The intermediate charging position is updated according to the simulated driving result; the planning result is updated according to the real-time vehicle position, the destination position and the updated intermediate charging position;

[0031] Actual driving is performed according to the updated planning results.

[0032] In one embodiment, after the step of actually driving according to the updated planning result, the method further includes:

[0033] When the current power reaches the power conservation interval, obtaining the charging pile status of each of the initial charging positions;

[0034] When the states of the charging piles are all in working state, determining the remaining charging time of each charging pile, and determining the time required to reach each initial charging position according to the real-time vehicle position;

[0035] The updated intermediate charging position is adjusted based on each required time and each remaining charging time, and actual driving is performed according to the adjusted intermediate charging position.

[0036] In addition, to achieve the above purpose, the present application also proposes a path planning device, the device comprising:

[0037] A position acquisition module is used to obtain the current vehicle position and the destination position;

[0038] A simulated driving module, used for planning an initial path based on the current vehicle position and the destination position, and performing simulated driving according to the initial path;

[0039] A simulation charging module, used for determining an intermediate charging position for simulation charging when the simulated real-time power level during the simulated driving process is lower than the target power level, and returning to execute the operation of obtaining the current vehicle position and the destination position until the simulated real-time power level is not lower than the target power level when arriving at the destination position;

[0040] A route planning module is used to plan a route based on the current vehicle position, the destination position and the intermediate charging position.

[0041] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, on which a path planning program is stored, and when the path planning program is executed by a processor, the path planning method as described above is implemented.

[0042] In addition, to achieve the above-mentioned purpose, the present application also proposes a car, which includes: a memory, a processor, and a path planning program stored in the memory and executable on the processor, and the path planning program, when executed by the processor, implements the path planning method described above.

[0043] The present application provides a path planning method, device, storage medium and automobile, the method comprising: obtaining the current vehicle position and the destination position; planning an initial path based on the current vehicle position and the destination position, and performing simulated driving according to the initial path; when the simulated real-time power during the simulated driving process is lower than the target power, determining the intermediate charging position for simulated charging, and returning to execute the step of obtaining the current vehicle position and the destination position until the simulated real-time power is not lower than the target power when arriving at the destination; performing path planning based on the current vehicle position, the destination position and the intermediate charging position. Since the present application can plan the initial path based on the current vehicle position and the destination position, simulate driving, and determine the simulated real-time power during the simulated driving process, when the simulated real-time power is lower than the target power, the intermediate charging position can be determined for simulated charging, and then simulate driving is performed again according to the intermediate charging position and the destination position, and so on, until the simulated real-time power is not lower than the target power when arriving at the destination, the path planning is performed based on the current vehicle position, the destination position and the intermediate charging position. Compared with the existing method that requires users to select a charging position for charging midway, the user's requirements for the remaining power can be met when the car arrives at the destination. This application can determine the intermediate charging location by itself, so that the planned route takes into account the battery level when arriving at the destination, improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0045] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0046] Figure 1 A schematic diagram of the automobile structure of the hardware operating environment involved in the embodiment of the present application;

[0047] Figure 2 This is a flow chart of the first embodiment of the path planning method of the present application;

[0048] Figure 3 This is a schematic diagram of determining the intermediate charging position in the first embodiment of the path planning method of the present application;

[0049] Figure 4 This is a schematic diagram of charging station search in the first embodiment of the path planning method of this application;

[0050] Figure 5 This is a flow chart of the second embodiment of the path planning method of the present application;

[0051] Figure 6 This is a flow chart of the third embodiment of the path planning method of the present application;

[0052] Figure 7 This is a structural block diagram of the first embodiment of the path planning device of the present application.

[0053] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0054] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0055] Reference Figure 1 , Figure 1 A schematic diagram of the automobile structure of the hardware operating environment involved in the embodiment of the present application.

[0056] like Figure 1As shown, the car may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), and the user interface 1003 may optionally include a standard wired interface and a wireless interface. The wired interface of the user interface 1003 may be a USB interface in this application. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (Wireless-Fidelity, Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM) or a stable memory (Non-volatile Memory, NVM), such as a disk memory. The memory 1005 may optionally be a storage device independent of the aforementioned processor 1001.

[0057] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the vehicle, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0058] like Figure 1 As shown, the memory 1005 identified as a computer storage medium may include an operating system, a network communication module, a user interface module, and a path planning program.

[0059] exist Figure 1 In the car shown, the network interface 1004 is mainly used to connect to the background server and communicate data with the background server; the user interface 1003 is mainly used to connect to the user device; the car calls the path planning program stored in the memory 1005 through the processor 1001, and executes the path planning method provided in the embodiment of the present application.

[0060] It should be noted that, at present, when new energy vehicles plan their routes, if the journey is long, they need to consider the issue of charging during the journey. For users who require a certain amount of remaining power when arriving at the destination, the existing method is that the car automatically displays the charging locations on the planned route, and the user selects one of the charging locations to charge during the journey, so that the car can meet the user's remaining power requirements when arriving at the destination. This method may fail to meet the requirements due to the user forgetting to select or making mistakes, resulting in poor user experience.

[0061] Therefore, for users who require a certain amount of battery power when arriving at the destination, how to consider the battery power when arriving at the destination when planning the route is a technical problem that needs to be solved urgently.

[0062] In order to solve the above defects, this embodiment provides a path planning method, which can plan the initial path based on the current vehicle position and the destination position, and simulate driving, and determine the simulated real-time power during the simulated driving. When the simulated real-time power is lower than the target power, the intermediate charging position can be determined for simulated charging, and then simulated driving can be performed again according to the intermediate charging position and the destination position, and so on. When the simulated real-time power is not lower than the target power when arriving at the destination, the path is planned based on the current vehicle position, the destination position and the intermediate charging position. Compared with the existing method that requires users to select the charging position for charging midway, the user's requirement for the remaining power can be met when the car arrives at the destination. This embodiment can determine the intermediate charging position by itself, so that the planned path takes into account the power when arriving at the destination, which improves the user experience.

[0063] For ease of understanding, the following combination Figures 2 to 7 The path planning method provided in the embodiment of the present application is specifically introduced.

[0064] Reference Figure 2 , Figure 2 The flowchart of the first embodiment of the path planning method of the present application is shown in FIG. Figure 2 As shown, in this embodiment, the method includes:

[0065] Step S10: Acquire the current vehicle position and the destination position.

[0066] It is understandable that the method of this embodiment can be applied in the scenario of the above-mentioned car performing path planning, and of course it can also be used in the scenario of other devices performing path planning. This embodiment uses the scenario of the above-mentioned car performing path planning for illustration. The execution subject of the method of this embodiment can be a path planning device with path planning, data processing and program running functions, such as the above-mentioned car, specifically it can be the car computer in the above-mentioned car, and of course it can also be other devices that realize the same or similar functions. This embodiment does not limit this. This embodiment uses the above-mentioned path planning device (hereinafter referred to as the device) to illustrate this embodiment and the following embodiments.

[0067] It should be understood that the above-mentioned current vehicle position can be the current position of the above-mentioned device, that is, the current position of the vehicle, which can be obtained through the Global Positioning System (GPS) carried in the device, and of course can also be obtained through other methods, which is not limited in this embodiment.

[0068] It should also be understood that the above-mentioned destination location may be the target location that the above-mentioned user needs to reach, which may be obtained by user input. In a specific implementation, when the user needs to drive the vehicle (or the vehicle automatically drives) from the current location to the destination location, the above-mentioned device may obtain the current vehicle location and the destination location.

[0069] Step S20: planning an initial path based on the current vehicle position and the destination position, and performing simulated driving along the initial path.

[0070] It should be noted that the above initial path can be the path that the vehicle needs to travel from the current vehicle position to the destination position, which can be one or more paths. When there are multiple paths, the shortest path can be selected as the above initial path.

[0071] In a specific implementation, after the above-mentioned device obtains the current vehicle position and the destination position, it can plan a path based on the current vehicle position and the destination position, and select the shortest path as the above-mentioned initial path, and then simulate driving according to the initial path.

[0072] It should be emphasized that when performing simulated driving, you can first obtain the current battery power of the device and the average power consumption (kilowatt-hours per 100 kilometers (kWh / 100km)), and perform simulated driving based on the current battery power and the average power consumption, so as to simulate the current battery power at each location on the initial path.

[0073] Step S30: when the simulated real-time power level during the simulated driving process is lower than the target power level, determine the intermediate charging position for simulated charging, and return to the step of obtaining the current vehicle position and the destination position until the simulated real-time power level is not lower than the target power level when arriving at the destination position;

[0074] Step S40: performing route planning based on the current vehicle position, the destination position and the intermediate charging position.

[0075] It is understandable that the above-mentioned simulated real-time power can be the battery power corresponding to each position on the initial path of the above-mentioned device when simulating driving. The above-mentioned target power can be the battery power that the user expects the above-mentioned device to have remaining when arriving at the destination, which can be obtained by the user's setting in advance. For ease of understanding, the above-mentioned target power in this embodiment can be described as 50%, that is, the user expects the vehicle to have 50% battery power remaining when arriving at the destination.

[0076] Furthermore, in actual use, since the above-mentioned device can simulate the battery power at each position during simulated driving, it can then determine in real time whether the simulated real-time power at the position is lower than the target power, that is, determine whether the simulated real-time power is lower than 50%; and continue the simulated driving when it is not lower than 50%. If it is lower than 50%, it means that the vehicle cannot reach the destination with 50% battery power remaining without charging, so charging is required. The above-mentioned device can determine the intermediate charging position for simulated charging.

[0077] It should be emphasized that when performing simulated charging, the above-mentioned device can simulate the vehicle charging to an expected charging power, and the user can set the expected charging power according to actual needs. For example, this embodiment uses 100% for illustration, that is, when the above-mentioned device is charging midway, it can ensure that it is charged to 100% of the expected charging power.

[0078] After the simulated charging, the above-mentioned device returns to the step of obtaining the current vehicle position and the destination position, that is, taking the intermediate charging position as the above-mentioned current vehicle position, re-planning the route according to the intermediate charging position and the destination position, and performing simulated driving again according to the re-planned route combined with the battery power after simulated charging (i.e. 100%), and judging in real time whether the simulated real-time power at each position is lower than the target power, and repeating this cycle until the simulated real-time power when arriving at the destination during the simulated driving process is not lower than the target power (i.e. 50%). It can be said that driving in this way can enable the vehicle to meet user needs when arriving at the destination, with 50% battery power remaining.

[0079] After the simulated driving is completed, the route can be planned according to the determined destination location, the current vehicle location determined at the beginning, and the intermediate charging locations to form a new planned route, so that the vehicle can reach the destination with 50% battery power remaining by driving according to the new planned route. Compared with the existing system that requires users to select a charging location to charge on their own, the remaining power requirement of the user can be met when the car arrives at the destination. This embodiment can determine the intermediate charging location by itself, so that the planned route takes into account the power when arriving at the destination, improving the user experience.

[0080] Further, considering that there may be two situations when determining the intermediate charging position, the first situation is: the vehicle can ensure that at least 50% of the battery power remains when arriving at the destination by charging once, and only one intermediate charging position is required; the second situation is: the vehicle needs to be charged at least twice to ensure that at least 50% of the battery power remains when arriving at the destination, that is, at least two intermediate charging positions need to be determined. Therefore, in this embodiment, in order to accurately determine the intermediate charging position, when the simulated real-time power during the simulated driving process is lower than the target power, the step of determining the intermediate charging position for simulated charging includes:

[0081] Step S31: when the simulated real-time power during the simulated driving process is lower than the target power, the available power is determined according to the estimated charging power and the target power.

[0082] It should be noted that the estimated charging power can be the battery power that the user presets to allow the vehicle to charge to the upper limit, that is, the above 100%, and of course it can also be other battery power, which is not limited in this embodiment. The available power can be the power that can be used when the vehicle is charged to the estimated charging power and the next real-time simulation power is lower than the target power, and can be the difference between the estimated charging power and the target power as the available power, that is, in this embodiment, the available power can be 100%-50%=50%.

[0083] Step S32: Determine whether the driving distance corresponding to the available power meets the required distance to reach the destination location.

[0084] It is understandable that the driving distance corresponding to the available power can be the distance simulated by the available power under the average power consumption. The required distance to reach the destination can be the distance from the current vehicle position (i.e. the position when the battery power is 50%) to the destination.

[0085] Step S33: If yes, determine the intermediate charging position according to the current vehicle position to perform simulated charging;

[0086] Step S34: If not, determine a power conservation interval, and determine an intermediate charging position based on the power conservation interval, the driving distance and the required distance to perform simulated charging.

[0087] It should be understood that when the driving distance corresponding to the above available power is not less than the required distance to reach the destination, it can be said that one charge is sufficient, and then an intermediate charging position can be determined according to the current vehicle position for simulated charging. If the driving distance corresponding to the above available power is less than the required distance to reach the destination, it can be said that at least two charges are required, and then a power conservation interval can be determined. The power conservation interval can be an interval where charging is required. The power conservation interval can also be set according to actual conditions. For example, this embodiment uses 20% to 30% for illustration, and then the intermediate charging position is determined based on the power conservation interval, the driving distance and the required distance for simulated charging.

[0088] For ease of understanding, refer to Figure 3 , Figure 3 This is a schematic diagram of determining the intermediate charging position in the first embodiment of the path planning method of this application. Figure 3 As shown, if the initial starting position of the vehicle is point A, the corresponding battery power is 70%, when the destination position is point C1, the above-mentioned device can plan the initial path AC1 and simulate driving according to the path. Assuming that the real-time power of the mode corresponding to point B between points A and C1 begins to be lower than the target power by 50%, and the estimated charging power is 100%, it can be determined that the available power is 100%-50%=50%, and then it is determined that the driving distance corresponding to the 50% available power under the average power consumption is the distance between BD (one grid corresponds to 10% battery power consumption), which means that when the vehicle arrives at point D after charging to 100% at point B, the remaining battery power is 50%, and then it is determined that the required distance to reach the destination position C1 is the distance between BC1, and the distance between BC1 is less than the distance between BD. Therefore, it can be determined that the required distance to reach the destination position C1 is met, and then the intermediate charging position can be determined according to the position of point B for simulated charging.

[0089] When the intermediate charging position is determined by the position of point B for simulated charging, the above-mentioned device can use the current vehicle position point B as the intermediate charging position, or select a charging station at any point near the path between the current vehicle position B and the destination position C1 as the intermediate charging position for simulated charging. This embodiment uses point B as the intermediate charging position for illustration.

[0090] If the destination is point C2 or point C3, since both points C2 and C3 are after point D, it can be explained that even if the current vehicle position corresponding to point B is used as the intermediate charging position and charged to 100%, it is still impossible to retain 50% of the power when arriving at the destination. The determined intermediate charging position is after point B, and the above-mentioned equipment can determine the pre-set power conservation interval (20% to 30%), the driving distance and the required distance to determine the intermediate charging position for simulated charging.

[0091] In order to determine that the destination location is the intermediate charging location corresponding to point C2 and point C3, in this embodiment, the step of determining the intermediate charging location based on the power conservation interval, the driving distance and the required distance to perform simulated charging includes:

[0092] Step S341: determining the power conservation section corresponding to the power conservation interval, and determining the remaining distance based on the driving distance and the required distance.

[0093] It should be noted that the above-mentioned power conservation section may be the distance section corresponding to when the current power reaches the power conservation interval. The above-mentioned remaining distance may be the difference between the required distance between the current vehicle position (i.e., point B) and the destination position and the distance between the current vehicle position (i.e., point B) and the position corresponding to the available power.

[0094] Based on Figure 3 As shown, in this embodiment, after charging to the expected charging power (i.e. 100%) at point B, the simulated driving can be continued according to the average power consumption to determine the distance corresponding to the battery power being in the power conservation interval as the above-mentioned power conservation section (i.e. Figure 3 The remaining distance (i.e., DC2 or DC3) is then determined based on the travel distance (i.e., the distance between BD) and the required distance (i.e., if the destination location is point C2, the required distance is the section between BC2; if the destination location is point C3, the required distance is the section between BC3).

[0095] Step S342: when the power preservation section is between the remaining distances, determining the search position and search range corresponding to each power station search point in the power preservation section.

[0096] After obtaining the remaining sections, the above device can determine whether the circuit-preserving section (i.e., the EF section) is between the remaining sections; if not (i.e., the corresponding Figure 3 In the case where the destination is point C2), it can be explained that after charging the battery to the expected charging power at point B, the battery power can reach the destination before reaching the power conservation interval. Based on the current vehicle position (i.e. point B) and the destination position (i.e. point C2), a position can be selected as the mid-way charging position for simulated charging. Specifically, a position between the sections between points BC2 where the current battery power is in the power conservation interval (i.e. between 20% and 30%) can be selected as the mid-way charging position. If the destination is between the power conservation sections (i.e. EF sections), a position can also be selected as the mid-way charging position between the current vehicle position (i.e. point B) and the destination position for simulated charging.

[0097] If the circuit-protected section (i.e., EF section) is between the remaining sections (i.e., corresponding Figure 3In the case where the destination is point C3), it can be explained that after charging the battery to the expected charging power at point B, the battery power cannot reach the destination before reaching the power conservation interval, and the search position and search range corresponding to each power station search point in the power conservation interval can be determined.

[0098] It is understandable that the power station search point can be a point obtained by dividing the circuit protection section according to a preset interval, which can be used to search for the location of a nearby charging station with the point as the center. The search position is the location corresponding to the power station search point, and the search range can be a search radius corresponding to the power station search point as the center.

[0099] For ease of understanding, refer to Figure 4 , Figure 4 This is a schematic diagram of the charging station search in the first embodiment of the path planning method of this application. Figure 4 As shown, after determining that the power protection section is the EF section, the above device can divide the power protection section according to the preset power interval. In this embodiment, 5% is used for division, that is, the point E at which the power is 30% is used as a power station search point, and the point at which the power is 25% (i.e. Figure 4 Point G in the middle is used as a power station search point, and the point with 20% power is used as a power station search point.

[0100] Then, a preset power lower limit value (e.g., 15%) can be obtained, and the power lower limit value can be used to determine the size of the search range. After determining the search points of each power station, the above-mentioned device can determine the allowable search radius according to the preset power lower limit value and the current battery power corresponding to each power station search point. The allowable search radius can be the radius that can support the vehicle's travel by the difference between the current battery power and the preset power lower limit value. Then, with the search position corresponding to the corresponding power station search point as the center, a circle is drawn according to the corresponding search radius, and the obtained area is used as the search range corresponding to each of the above-mentioned power station search points.

[0101] based on Figure 4 , after determining point E with a power of 30% as a power station search point, point G with a power of 25% as a power station search point, and point G with a power of 20% as a power station search point, if the preset power lower limit is 15%, then for point E, the difference between the current battery power and the preset power lower limit is 30%-15%=15%, and then combining the average power consumption and the 15% battery power to determine how far the vehicle can travel with 15% battery power, and draw a circle with point E as the center and the distance as the allowable search radius corresponding to the above point E, and obtain Figure 4 The circular area corresponding to point E in the middle is used as the search range corresponding to the above point E;

[0102] Similarly, for point G, the difference between the current battery power and the preset lower limit of power is 25%-15%=10%. Combined with the average power consumption and the 10% battery power, determine how far the vehicle can travel with 10% battery power consumed. Draw a circle with point G as the center and the distance as the allowable search radius corresponding to the above point G to obtain Figure 4 The circular area corresponding to point G in the middle is used as the search range corresponding to the above point G;

[0103] Similarly, for point F, the difference between the current battery power and the preset lower limit is 20%-15%=5%. Combined with the average power consumption and the 5% battery power, determine how far the vehicle can travel with 5% battery power. Draw a circle with point F as the center and use this distance as the allowable search radius corresponding to the above point F to obtain Figure 4 The circular area corresponding to point F in the middle is used as the search range corresponding to the above point F.

[0104] Step S343: searching according to the corresponding search range based on each of the search positions to obtain a charging position within each of the search ranges;

[0105] Step S344: selecting an intermediate charging position from the charging positions to perform simulated charging.

[0106] After obtaining the search range corresponding to each search position, the charging positions that can exist in each search range can be determined (i.e. Figure 4 Then, one point is selected from each charging position as the intermediate charging position for simulated charging.

[0107] After the simulated charging, the above-mentioned device returns to the step of obtaining the current vehicle position and the destination position, that is, taking the intermediate charging position as the above-mentioned current vehicle position, re-planning the route according to the intermediate charging position and the destination position, and performing simulated driving again according to the re-planned route combined with the battery power after simulated charging (i.e. 100%), and judging in real time whether the simulated real-time power at each position is lower than the target power, and repeating this cycle until the simulated real-time power when arriving at the destination during the simulated driving process is not lower than the target power (i.e. 50%). It can be said that driving in this way can enable the vehicle to meet user needs when arriving at the destination, with 50% battery power remaining.

[0108] After the simulated driving is completed, the route can be planned according to the determined destination location, the current vehicle location determined at the beginning, and the intermediate charging locations to form a new planned route, so that the vehicle can reach the destination with 50% battery power remaining by driving according to the new planned route. Compared with the existing system that requires users to select a charging location to charge on their own, the remaining power requirement of the user can be met when the car arrives at the destination. This embodiment can determine the intermediate charging location by itself, so that the planned route takes into account the power when arriving at the destination, improving the user experience.

[0109] Reference Figure 5 , Figure 5 This is a flow chart of the second embodiment of the path planning method of the present application. Based on the above-mentioned first embodiment, the second embodiment of the path planning method of the present application is proposed.

[0110] Considering that when there are multiple charging locations, in order to accurately select a more suitable charging location as the intermediate charging location, the shortest distance between each charging location and the initial path can be determined, and the shortest distances can be sorted, and the charging location corresponding to the shortest shortest distance can be selected as the intermediate charging location. However, in order to ensure that the vehicle has more battery power remaining when arriving at the destination under the same number of charging times, the remaining battery power is sufficient to meet the target charging location, further improving the user experience. Figure 5 As shown, in this embodiment, the above step S344 includes:

[0111] Step S3441: determining the number of search ranges in which each charging position is located, and sorting the number of search ranges;

[0112] Step S3442: selecting an intermediate charging position from the charging positions for simulated charging according to the sorting result.

[0113] It should be noted that the number of search ranges mentioned above may be the number of search ranges where the charging position is located. Figure 4 As shown, in this embodiment, when the above device determines the charging position (i.e. Figure 4 After calculating H1, H2 and H3), the number of search ranges of each charging position can be counted. For example, for point H1, it only exists in the search range centered on point E, for point H2, it exists in the search range centered on point E and point G, and for point H3, it exists in the search ranges centered on point E, point G and point F. Then, the number of search ranges corresponding to point H1 is 1, the number of search ranges corresponding to point H2 is 2, and the number of search ranges corresponding to point H3 is 3.

[0114] Then, the number of search ranges can be sorted, and the charging position with the largest number of search ranges can be selected as the intermediate charging position, that is, Figure 4 The H3 position in the middle is used as the mid-way charging position.

[0115] Furthermore, if at least two charging positions have the largest number of search ranges, for example Figure 4 If the number of search ranges of the H3 point and the H4 point is 3, the above device can consider the matching degree between the charging piles and the vehicle at the two charging positions from the perspective of saving charging time, and select the charging position with higher matching degree as the midway charging position. The specific process is the above step S3442, including:

[0116] Selecting an initial charging position from each of the charging positions according to the sorting result;

[0117] When the number of the initial charging positions is at least two, determining to obtain vehicle charging parameters and charging pile parameters at each of the initial charging positions;

[0118] The matching degree between the vehicle charging parameters and the parameters of each charging pile is determined, and an intermediate charging position is selected from each charging position for simulated charging based on each matching degree.

[0119] It should be noted that the initial charging position may be the charging position with the highest number in the search range, that is, Figure 4 H3 and H4. The above charging pile parameters may be parameters corresponding to the charging pile at the initial charging position, and may include but are not limited to: at least one of the charging pile interface parameters, charging pile voltage parameters, charging pile communication protocol parameters, and charging pile power parameters. The above vehicle charging parameters may be vehicle charging parameters, and may also include but are not limited to: at least one of the vehicle charging interface parameters, vehicle charging voltage parameters, vehicle charging communication protocol parameters, and vehicle charging power parameters.

[0120] It can be understood that the above-mentioned charging pile interface parameters may be parameters of the interface type of the charging pile, and the above-mentioned vehicle charging interface parameters may be parameters of the charging interface type of the vehicle; the above-mentioned charging pile voltage parameters may be parameters of the output voltage range of the charging pile, and the above-mentioned vehicle charging voltage parameters may be parameters of the voltage range supported by the battery of the vehicle; the above-mentioned charging pile communication protocol parameters may be parameters of the communication protocol supported by the charging pile, and the above-mentioned vehicle charging communication protocol parameters may be parameters of the communication protocol supported by vehicle charging; the above-mentioned charging pile power parameters may be power parameters output by the charging pile during charging (fast charging, slow charging, etc.), and the above-mentioned vehicle charging power parameters may be power parameters supported when the vehicle is charging.

[0121] After obtaining the parameters of each charging pile and each vehicle charging parameter, the matching degree between each charging pile parameter and the corresponding vehicle charging parameter can be calculated, and the overall matching degree between each initial charging position and the vehicle is determined based on each matching degree and the corresponding preset weight. The initial charging position with the highest overall matching degree is selected as the intermediate charging position for simulated charging.

[0122] Exemplarily, if the acquired charging pile parameters include: charging pile interface parameters and charging pile power parameters, then the acquired vehicle charging parameters may include: vehicle charging interface parameters and vehicle charging power parameters; respectively determine the first matching degree between the charging pile interface parameters and the vehicle charging interface parameters, and the second matching degree between the charging pile power parameters and the vehicle charging power parameters; the specific matching degree calculation method is not limited in this embodiment. Then obtain the preset weight corresponding to the first matching degree and the preset weight corresponding to the second matching degree, determine the overall matching degree corresponding to point H3 and the overall matching degree corresponding to point H4, and take the one with the highest overall matching degree as the midway charging position. Since the higher the overall matching degree is, the faster the charging speed is, and the shortest time required for charging is, thereby improving the user experience.

[0123] Reference Figure 6 , Figure 6 This is a flow chart of the third embodiment of the path planning method of the present application. Based on the above embodiments, the third embodiment of the path planning method of the present application is proposed.

[0124] Furthermore, considering that there is a certain difference between the power consumption during actual driving and the average power consumption during simulated driving, in order to further improve the accuracy of path planning, in this embodiment, after the above step S40, the following is further included:

[0125] Step S50: when actually driving according to the planning result, obtaining the current power and the current power consumption of the vehicle;

[0126] Step S60: Acquire the real-time vehicle position, and perform simulated driving according to the planning result based on the real-time vehicle position, the current power level, and the current vehicle power consumption.

[0127] It should be noted that after the above-mentioned device performs route planning according to the intermediate charging position, the current vehicle position and the destination position, it can start actual driving according to the planning result. During the actual driving process, the above-mentioned device can obtain the current power of the vehicle and the current vehicle power consumption of the vehicle in real time. The above-mentioned current power can be the real-time power during the actual driving process, and the above-mentioned current vehicle power consumption can be the real-time power consumption during the actual driving process.

[0128] It should be emphasized that, in this embodiment, since the current power level can be the real-time power level during actual driving, and some vehicles have kinetic energy recovery, the real-time power level in this embodiment can include the energy of the kinetic energy recovery, thereby further improving the preset measurement accuracy.

[0129] It should also be emphasized that in this embodiment, since the current power level can be the real-time power level during actual driving, and the different number of passengers can also be reflected by the real-time power level, the real-time power level in this embodiment can reflect the current number of passengers, thereby further improving the preset measurement accuracy.

[0130] After obtaining the current power and the current vehicle power consumption, the above-mentioned device can obtain the current real-time vehicle position of the vehicle, replace the previous current vehicle position with the real-time vehicle position, and replace the previous average power consumption with the current vehicle power consumption to simulate driving again according to the planning results. The specific simulated driving process can be consistent with the above, and this embodiment will not go into details.

[0131] As another implementation method, taking into account that different road sections will have a certain impact on the vehicle's power consumption, for example, the power consumption of uphill sections will increase, and the power consumption of highway sections will also increase. In order to reduce the impact and improve the accuracy of the prediction, this embodiment replaces the current vehicle power consumption with the previous average power consumption and simulates driving again according to the planning results. The uphill section power consumption corresponding to the uphill section, the high-speed average power consumption corresponding to the highway section, and the remaining section power consumption corresponding to the remaining sections can be determined according to the power consumption of the traveled sections. The remaining sections are divided to determine how many uphill sections, how many highway sections, and how many remaining sections are included. Then, the remaining uphill sections are simulated according to the uphill section power consumption, the remaining highway sections are simulated according to the highway section power consumption, and the remaining sections are simulated according to the remaining section power consumption. The power consumption of the remaining sections can be further made more accurate.

[0132] As another implementation method, taking into account that different road congestion levels may also result in different power consumptions, for example, power consumption will increase in congested sections. Therefore, in this embodiment, the power consumption corresponding to different preset congestion levels can be determined based on the power consumption of the sections that have been traveled, and the real-time road conditions of the remaining sections can be obtained. The remaining sections are divided according to the preset congestion levels and the real-time road conditions, and then the division results of different congestion levels are simulated according to the corresponding power consumption, so as to further make the simulated driving results more accurate.

[0133] Step S70: updating the intermediate charging position according to the simulated driving result, and updating the planning result according to the real-time vehicle position, the destination position and the updated intermediate charging position;

[0134] Step S80: Perform actual driving according to the updated planning results.

[0135] After the simulated driving, a new intermediate charging position can be obtained, and the intermediate charging position determined by the simulated driving before the actual driving of the vehicle is replaced with the new intermediate charging position. The planning results obtained during the simulated driving are then updated with the real-time vehicle position, destination position and updated intermediate charging position, so that the user can perform actual driving according to the updated planning results during subsequent driving, thereby adjusting the planning results in real time, further improving the accuracy of the planning results.

[0136] It should be emphasized that when simulated driving is performed during actual driving, the simulated driving can be performed at certain time intervals (for example, once an hour, etc.). The specific time interval can be set according to actual conditions, and this embodiment does not impose any restrictions on this.

[0137] Furthermore, considering that during the actual driving process, when charging is needed, it is possible to simulate the situation that the charging pile at the intermediate charging position determined during the driving process is charging other vehicles. Therefore, in order to further improve the accuracy of the intermediate charging position, in this embodiment, after the above step S80, it also includes:

[0138] Step S90: when the current power reaches the power conservation interval, the charging pile status of each of the initial charging positions is obtained.

[0139] Continue based on Figure 4 For explanation, if the current power of the vehicle reaches the power conservation range, that is, between 20% and 30%, after the vehicle actually drives to point E, the above device can obtain the initial charging position determined during the previous simulated driving, that is, Figure 4 Point H3 and point H4 are located in the middle, and the charging pile status of each charging pile at point H3 and point H4 is obtained.

[0140] Step S100: when the states of the charging piles are all in working state, determining the remaining charging time of each charging pile, and determining the time required to reach each initial charging position according to the real-time vehicle position;

[0141] Step S110: adjusting the updated intermediate charging position based on each required time and each remaining charging time, and performing actual driving according to the adjusted intermediate charging position.

[0142] It is understandable that the remaining charging time mentioned above may be the remaining time required for the charging pile to complete charging of the currently charged vehicle.

[0143] After obtaining the charging pile status of each charging pile, it can be determined whether the status of each charging pile is in working state. If there is a charging pile that is not in working state at the previously determined intermediate charging position, the actual driving continues according to the previous intermediate charging position; if the charging piles at the previously determined intermediate charging position are all in working state, and there is a charging pile that is not in working state among the charging piles at the remaining initial charging positions, the initial charging position is used as the new intermediate charging position; if the charging piles at the previously determined initial charging positions are all in working state, it can be said that all charging piles are in use, and the above-mentioned device can simulate the time required to reach each initial charging position, that is, simulate the time required to reach point H3 and point H4, and obtain the remaining charging time of the charging pile at point H3 and the charging pile at point H4, compare each remaining charging time with each required time, select the initial charging position with the closest time to adjust the above-mentioned intermediate charging position, and then actually drive according to the adjusted intermediate charging position.

[0144] As another implementation method, taking into account the different charging costs in different time periods, in this embodiment, when the simulated driving to the intermediate charging position is detected in a time period with higher charging costs (for example, from 10 pm to 7 am the next day), the intermediate charging position can be moved forward or backward, so that the vehicle can be charged before 10 pm or after 7 am the next day. The specific forward or backward movement can be determined based on the simulation results, and this embodiment is not limited to this.

[0145] In addition, an embodiment of the present application further proposes a storage medium, on which a path planning program is stored. When the path planning program is executed by a processor, the path planning method described above is implemented.

[0146] In addition, refer to Figure 7 , Figure 7 This is a structural block diagram of the first embodiment of the path planning device of the present application; Figure 7 As shown, the embodiment of the present application also proposes a path planning device, the device comprising:

[0147] The position acquisition module 701 is used to acquire the current vehicle position and the destination position;

[0148] A simulated driving module 702 is used to plan an initial path based on the current vehicle position and the destination position, and perform simulated driving according to the initial path;

[0149] The simulation charging module 703 is used to determine the intermediate charging position for simulation charging when the simulated real-time power level during the simulated driving process is lower than the target power level, and return to execute the operation of obtaining the current vehicle position and the destination position until the simulated real-time power level is not lower than the target power level when arriving at the destination position;

[0150] The route planning module 704 is used to plan a route based on the current vehicle position, the destination position and the intermediate charging position.

[0151] This embodiment can plan the initial route based on the current vehicle position and the destination position, and simulate driving, and determine the simulated real-time power during the simulated driving process. When the simulated real-time power is lower than the target power, the intermediate charging position can be determined for simulated charging, and then simulated driving can be performed again based on the intermediate charging position and the destination position, and so on. When the simulated real-time power is not lower than the target power when arriving at the destination, the route is planned based on the current vehicle position, the destination position and the intermediate charging position. Compared with the existing system that requires users to select a charging position for charging midway, the user's requirements for the remaining power can be met when the car arrives at the destination. This embodiment can determine the intermediate charging position by itself, so that the planned route takes into account the power when arriving at the destination, which improves the user experience.

[0152] As an implementation mode, the simulation charging module 703 is also used to determine the available power according to the estimated charging power and the target power when the simulated real-time power during the simulated driving process is lower than the target power; judge whether the driving distance corresponding to the available power meets the required distance to reach the destination; if so, determine the intermediate charging position according to the current vehicle position to perform simulated charging; if not, determine the power conservation interval, and determine the intermediate charging position based on the power conservation interval, the driving distance and the required distance to perform simulated charging.

[0153] As an implementation mode, the simulation charging module 703 is also used to determine the power conservation section corresponding to the power conservation interval, and determine the remaining distance based on the driving distance and the required distance; when the power conservation section is between the remaining distance, determine the search position and search range corresponding to each power station search point in the power conservation section; search according to the corresponding search range based on each search position to obtain the charging position within each search range; select the intermediate charging position from each charging position for simulated charging.

[0154] Based on the above-mentioned first embodiment of the path planning device of the present application, a second embodiment of the path planning device of the present application is proposed.

[0155] In this embodiment, the simulated charging module 703 is further used to determine the number of search ranges in which each of the charging positions is located, and to sort the number of search ranges; and to select an intermediate charging position from each of the charging positions for simulated charging according to the sorting result.

[0156] As an implementation mode, the simulation charging module 703 is also used to select an initial charging position from each of the charging positions according to the sorting result; when the number of the initial charging positions is at least two, determine to obtain the vehicle charging parameters and the charging pile parameters at each of the initial charging positions; determine the matching degree between the vehicle charging parameters and the charging pile parameters, and select an intermediate charging position from each of the charging positions based on the matching degrees for simulated charging.

[0157] Based on the above-mentioned embodiments of the path planning device of the present application, a third embodiment of the path planning device of the present application is proposed.

[0158] In this embodiment, the path planning module 704 is also used to obtain the current power and the current vehicle power consumption when actually driving according to the planning results; obtain the real-time vehicle position, and simulate driving according to the planning results based on the real-time vehicle position, the current power and the current vehicle power consumption; update the intermediate charging position according to the simulated driving results, and update the planning results according to the real-time vehicle position, the destination position and the updated intermediate charging position; and perform actual driving according to the updated planning results.

[0159] As an implementation mode, the path planning module 704 is also used to obtain the status of the charging piles of each of the initial charging positions when the current power reaches the power conservation interval; when the status of each of the charging piles is in a working state, determine the remaining charging time of each charging pile, and determine the required time to reach each of the initial charging positions according to the real-time vehicle position; adjust the updated intermediate charging positions based on each required time and each remaining charging time, and perform actual driving according to the adjusted intermediate charging positions.

[0160] Other embodiments or specific implementations of the path planning device described in the present application can refer to the above-mentioned method embodiments and will not be described in detail here.

[0161] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0162] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0163] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory image (ROM) / random access memory (RAM), a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0164] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A path planning method, characterized in that: The method comprises: Get the current vehicle position and destination position; Planning an initial path based on the current vehicle position and the destination position, and performing simulated driving along the initial path; When the simulated real-time power level during the simulated driving process is lower than the target power level, determine the intermediate charging position for simulated charging, and return to the step of obtaining the current vehicle position and the destination position until the simulated real-time power level is not lower than the target power level when arriving at the destination position; Route planning is performed based on the current vehicle position, the destination position, and the intermediate charging position.

2. The method according to claim 1, characterized in that The step of determining an intermediate charging position for simulated charging when the simulated real-time power level during the simulated driving process is lower than the target power level comprises: When the simulated real-time power during the simulated driving process is lower than the target power, the available power is determined according to the estimated charging power and the target power; Determining whether the driving distance corresponding to the available power meets the required distance to reach the destination location; If yes, then determining the intermediate charging position according to the current vehicle position to perform simulated charging; If not, a power conservation interval is determined, and an intermediate charging position is determined based on the power conservation interval, the driving distance, and the required distance to perform simulated charging.

3. The method according to claim 2, characterized in that The step of determining the intermediate charging position for simulated charging based on the power conservation interval, the driving distance and the required distance comprises: Determining a power conservation section corresponding to the power conservation interval, and determining a remaining distance based on the driving distance and the required distance; When the power-saving section is between the remaining distances, determining the search position and search range corresponding to each power station search point in the power-saving section; Searching according to the corresponding search range based on each of the search positions to obtain a charging position within each of the search ranges; An intermediate charging position is selected from each of the charging positions to perform simulated charging.

4. The method according to claim 3, characterized in that The step of selecting an intermediate charging position from each of the charging positions to perform simulated charging comprises: Determine the number of search ranges in which each of the charging positions is located, and sort the number of search ranges; An intermediate charging position is selected from each of the charging positions according to the sorting result to perform simulated charging.

5. The method according to claim 4, characterized in that The step of selecting an intermediate charging position from each of the charging positions for simulated charging according to the sorting result includes: Selecting an initial charging position from each of the charging positions according to the sorting result; When the number of the initial charging positions is at least two, determining to obtain vehicle charging parameters and charging pile parameters at each of the initial charging positions; The matching degree between the vehicle charging parameters and the parameters of each charging pile is determined, and an intermediate charging position is selected from each charging position for simulated charging based on each matching degree.

6. The method according to claim 5, characterized in that After the step of performing route planning based on the current vehicle position, the destination position and the intermediate charging position, the method further includes: When actually driving according to the planning results, obtain the current power and current vehicle power consumption; Acquire the real-time vehicle position, and simulate driving according to the planning result based on the real-time vehicle position, the current power and the current vehicle power consumption; The intermediate charging position is updated according to the simulated driving result; the planning result is updated according to the real-time vehicle position, the destination position and the updated intermediate charging position; Actual driving is performed according to the updated planning results.

7. The method according to claim 4, characterized in that After the step of actually driving according to the updated planning result, the method further includes: When the current power reaches the power conservation interval, obtaining the charging pile status of each of the initial charging positions; When the states of the charging piles are all in working state, determining the remaining charging time of each charging pile, and determining the time required to reach each initial charging position according to the real-time vehicle position; The updated intermediate charging position is adjusted based on each required time and each remaining charging time, and actual driving is performed according to the adjusted intermediate charging position.

8. A path planning device, characterized in that: The device comprises: A position acquisition module is used to obtain the current vehicle position and the destination position; A simulated driving module, used for planning an initial path based on the current vehicle position and the destination position, and performing simulated driving according to the initial path; A simulation charging module, used for determining an intermediate charging position for simulation charging when the simulated real-time power level during the simulated driving process is lower than the target power level, and returning to execute the operation of obtaining the current vehicle position and the destination position until the simulated real-time power level is not lower than the target power level when arriving at the destination position; A route planning module is used to plan a route based on the current vehicle position, the destination position and the intermediate charging position.

9. A storage medium, characterized in that: The storage medium stores a path planning program, and when the path planning program is executed by the processor, the path planning method according to any one of claims 1 to 7 is implemented.

10. An automobile, characterized in that: The car comprises: a memory, a processor, and a path planning program stored in the memory and executable on the processor, wherein the path planning program implements the path planning method according to any one of claims 1 to 7 when executed by the processor.

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