Path planning method and device, storage medium and automobile

Abstract

The application relates to the technical field of automobiles and discloses a path planning method and device, a storage medium and an automobile. The method comprises the following steps: acquiring 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 simulated real-time power is lower than target power during the simulated driving, determining a midway charging position to perform simulated charging, and returning to the step of acquiring the current vehicle position and the destination position until the simulated real-time power is not lower than the target power when the destination position is reached; and planning a path based on the current vehicle position, the destination position and the midway charging position. Compared with the prior art, the midway charging position can be determined by the application, so that the planned path takes into account the power when the destination is reached, and the user experience is improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a path planning method, apparatus, storage medium, and automobile. Background Technology

[0002] Currently, when planning routes for new energy vehicles, the issue of charging along the way needs to be considered if the journey is long. For users who require a certain amount of remaining battery power upon arrival at their destination, the existing method involves the car automatically displaying charging locations along the planned route, allowing the user to manually select a charging location along the way to meet their remaining battery power requirement upon arrival. However, this method may fail to meet the user's requirements due to factors such as the user forgetting to select a location or misjudging the situation, resulting in a poor user experience.

[0003] Therefore, for users who need remaining battery power upon arrival at their destination, how to consider the remaining battery power when planning their route is a technical problem that urgently needs to be solved. Summary of the Invention

[0004] The main objective of this application is to provide a route planning method, apparatus, storage medium, and vehicle, which aims to solve the technical problem that existing methods require users to select charging locations themselves, resulting in a poor user experience when the vehicle arrives at its destination with sufficient remaining battery power.

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

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

[0007] An initial route is planned based on the current vehicle location and the destination location, and the vehicle is driven in a simulated manner according to the initial route.

[0008] If the simulated real-time battery level is lower than the target battery level during the simulated driving process, a charging location is determined for simulated charging, and the process returns to the steps of obtaining the current vehicle location and the destination location until the simulated real-time battery level is not lower than the target battery level when the destination location is reached.

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

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

[0011] When the simulated real-time battery level is lower than the target battery level during simulated driving, the available battery level is determined based on the expected charging capacity and the target battery level.

[0012] Determine whether the driving distance corresponding to the available power is sufficient to reach the destination.

[0013] If so, then determine the intermediate charging location based on the current vehicle location and perform simulated charging;

[0014] If not, then determine the power protection zone, and based on the power protection zone, the driving distance, and the required distance, determine the intermediate charging location for simulated charging.

[0015] In one embodiment, the step of determining the intermediate charging location and simulating charging based on the power supply range, the driving distance, and the required distance includes:

[0016] Determine the power supply protection section corresponding to the power supply protection zone, and determine the remaining distance based on the travel distance and the required distance;

[0017] When the protected circuit segment is within the remaining route, determine the search location and search range corresponding to each power station search point in the protected circuit segment;

[0018] Based on each of the search locations, a search is performed according to the corresponding search range to obtain the charging locations within each of the search ranges;

[0019] A midway charging position is selected from the various charging positions for simulated charging.

[0020] In one embodiment, the step of selecting an intermediate charging location from the charging locations for simulated charging includes:

[0021] Determine the number of search ranges for each of the charging locations, and sort the number of search ranges.

[0022] Based on the sorting results, a midway charging position is selected from each of the charging positions for simulated charging.

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

[0024] The initial charging position is selected from each of the charging positions according to the sorting results;

[0025] When there are at least two initial charging locations, determine to obtain vehicle charging parameters and charging pile parameters at each initial charging location;

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

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

[0028] When actually driving according to the plan, obtain the current battery level and the current power consumption of the vehicle;

[0029] Obtain the real-time vehicle location, and simulate driving based on the real-time vehicle location, the current battery level, and the current vehicle power consumption according to the planning results;

[0030] The intermediate charging locations are updated based on the simulated driving results; the planning results are updated based on the real-time vehicle location, the destination location, and the updated intermediate charging locations.

[0031] Actual driving will be conducted according to the updated planning results.

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

[0033] When the current power level reaches the power protection range, the status of the charging piles at each initial charging location is obtained;

[0034] When all the charging piles are in working condition, determine the remaining charging time for each charging pile, and determine the required time to reach each of the initial charging locations based on the real-time vehicle location.

[0035] The updated intermediate charging locations are adjusted based on the required charging time and the remaining charging time, and the actual driving is carried out according to the adjusted intermediate charging locations.

[0036] Furthermore, to achieve the above objectives, this application also proposes a path planning device, the device comprising:

[0037] The location acquisition module is used to obtain the current vehicle location and the destination location;

[0038] The simulated driving module is used to plan an initial path based on the current vehicle position and the destination position, and to simulate driving according to the initial path;

[0039] The simulated charging module is used to determine an intermediate charging location for simulated charging when the simulated real-time battery level is lower than the target battery level during simulated driving, and then return to execute the operation of obtaining the current vehicle location and destination location until the simulated real-time battery level is not lower than the target battery level when the destination location is reached.

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

[0041] In addition, to achieve the above objectives, this application also proposes a storage medium storing a path planning program, which, when executed by a processor, implements the path planning method as described above.

[0042] In addition, to achieve the above objectives, this application also proposes a vehicle, the vehicle comprising: a memory, a processor, and a path planning program stored in the memory and executable on the processor, wherein the path planning program, when executed by the processor, implements the path planning method as described above.

[0043] This application provides a route planning method, apparatus, storage medium, and vehicle. The method includes: acquiring the current vehicle location and destination location; planning an initial route based on the current vehicle location and destination location, and simulating driving according to the initial route; when the simulated real-time battery level is lower than the target battery level during the simulated driving process, determining an intermediate charging location for simulated charging, and returning to the step of acquiring the current vehicle location and destination location, until the simulated real-time battery level is not lower than the target battery level upon reaching the destination location; and performing route planning based on the current vehicle location, destination location, and intermediate charging location. Because this application can plan an initial route based on the current vehicle location and destination location, perform simulated driving, and determine the simulated real-time battery level during the simulated driving process, when the simulated real-time battery level is lower than the target battery level, it can determine an intermediate charging location for simulated charging, and then perform simulated driving again based on the intermediate charging location and destination location, repeating this cycle until the simulated real-time battery level is not lower than the target battery level upon reaching the destination, and then performing route planning based on the current vehicle location, destination location, and intermediate charging location. Compared to existing methods that require users to manually select charging locations along the way, this method ensures that the vehicle meets the user's remaining battery level requirements upon reaching the destination. This application can automatically determine the charging locations along the way, thus allowing the planned route to take into account the battery level upon arrival at the destination, thereby improving the user experience. Attached Figure Description

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

[0045] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 This is a schematic diagram of the vehicle structure representing the hardware operating environment involved in the embodiments of this application;

[0047] Figure 2 This is a flowchart illustrating the first embodiment of the path planning method of this application;

[0048] Figure 3 This is a schematic diagram illustrating the determination of the intermediate charging location in the first embodiment of the path planning method of this 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 flowchart illustrating the second embodiment of the path planning method of this application;

[0051] Figure 6 This is a flowchart illustrating the third embodiment of the path planning method of this application;

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

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

[0054] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0055] Reference Figure 1 , Figure 1 This is a schematic diagram of the automotive structure of the hardware operating environment involved in the embodiments of this application.

[0056] like Figure 1As shown, the vehicle 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. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen, and optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. In this application, the wired interface of the user interface 1003 may be a USB interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also 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 does not constitute a limitation on the automobile and may include more or fewer parts than shown, or combine certain parts, or have different arrangements of parts.

[0058] like Figure 1 As shown, the memory 1005, which is 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 vehicle shown, the network interface 1004 is mainly used to connect to the backend server and communicate data with the backend server; the user interface 1003 is mainly used to connect to the user equipment; the vehicle calls the path planning program stored in the memory 1005 through the processor 1001 and executes the path planning method provided in the embodiments of this application.

[0060] It should be noted that currently, when planning routes for new energy vehicles, if the journey is long, the issue of charging along the way needs to be considered. For users who require a certain amount of remaining battery power upon arrival at their destination, the existing method involves the car automatically displaying charging locations along the planned route, allowing the user to manually select a charging location along the way to meet their remaining battery power requirement upon arrival. However, this method may fail to meet the user's requirements due to factors such as the user forgetting to select a location or misjudging the situation, resulting in a poor user experience.

[0061] Therefore, for users who need remaining battery power upon arrival at their destination, how to consider the remaining battery power when planning their route is a technical problem that urgently needs to be solved.

[0062] To address the aforementioned shortcomings, this embodiment provides a route planning method. It plans an initial route based on the current vehicle location and destination location, simulates driving, and determines the simulated real-time battery level during the simulation. When the simulated real-time battery level is lower than the target battery level, a charging point is identified along the way for simulated charging. The simulation is then repeated based on the charging point and destination location, and this process is repeated until the simulated real-time battery level is no lower than the target battery level upon arrival at the destination. Finally, route planning is performed based on the current vehicle location, destination location, and charging points. Compared to existing methods where users must manually select charging points along the way to ensure the car arrives at its destination with sufficient remaining battery power, this embodiment automatically determines charging points along the way, thus taking into account the battery level upon arrival at the destination, improving the user experience.

[0063] For ease of understanding, the following is combined with Figures 2 to 7 The path planning method provided in the embodiments of this application will be described in detail.

[0064] Reference Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the path planning method of this application. The first embodiment of the path planning method of this application is presented as follows: Figure 2 As shown, in this embodiment, the method includes:

[0065] Step S10: Obtain the current vehicle location and destination location.

[0066] It is understood that the method of this embodiment can be applied to the scenario of a 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 a car performing path planning for explanation. The executing entity of the method of this embodiment can be a path planning device with path planning, data processing and program running functions, such as the car mentioned above, specifically the in-vehicle system in the car, and of course it can also be other devices that perform the same or similar functions. This embodiment does not limit this. This embodiment uses the path planning device (hereinafter referred to as the device) to explain this embodiment and the following embodiments.

[0067] It should be understood that the aforementioned current vehicle location can be the current location of the aforementioned device, that is, the current location of the vehicle, which can be obtained through the Global Positioning System (GPS) carried in the device, or of course through other means. This embodiment does not limit this.

[0068] It should also be understood that the aforementioned destination location can be the target location that the user needs to reach, and can be obtained through user input. In specific implementations, when a user needs to drive the vehicle (or the vehicle operates autonomously) from the current location to the destination location, the aforementioned device can obtain the current vehicle location and the destination location.

[0069] Step S20: Plan an initial route based on the current vehicle location and the destination location, and simulate driving according to the initial route.

[0070] It should be noted that the initial path mentioned above can be the route that the vehicle needs to take from its current location to its destination. There can be one or more routes. If there are multiple routes, the shortest route can be selected as the initial path.

[0071] In practice, once the device obtains the current vehicle location and the destination location, it can perform route planning based on these locations, select the shortest route as the initial route, and then simulate driving along this initial route.

[0072] It is important to emphasize that when conducting simulated driving, you can first obtain the current battery level of the device and the average power consumption (kWh / 100km). Then, simulate driving based on the current battery level and the average power consumption to simulate and obtain the current battery level at each location on the initial path.

[0073] Step S30: When the simulated real-time battery level is lower than the target battery level during the simulated driving process, determine the intermediate charging location for simulated charging, and return to execute the steps of obtaining the current vehicle location and destination location until the simulated real-time battery level is not lower than the target battery level when the destination location is reached.

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

[0075] It is understood that the simulated real-time battery level mentioned above can be the battery level corresponding to each position on the initial path of the device during simulated driving. The target battery level mentioned above can be the battery level that the user expects the device to have remaining upon arrival at the destination, which can be obtained through pre-setting by the user. For ease of understanding, the target battery level mentioned above in this embodiment can be described as 50%, that is, the user expects the vehicle to have 50% battery level remaining upon arrival at the destination.

[0076] In actual use, during simulated driving, the device can simulate the battery charge at each location and determine in real time whether the simulated real-time charge at that location is lower than the target charge, i.e., whether the simulated real-time charge is lower than 50%. If it is not lower than 50%, the simulated driving continues. If it is lower than 50%, it means that the vehicle cannot reach the destination with 50% battery charge without charging, so it needs to be charged. The device can then determine the charging location along the way and simulate charging.

[0077] It should be emphasized that during simulated charging, the above-mentioned device can simulate the vehicle charging to a predetermined charging level. The user can set this predetermined charging level according to actual needs. For example, this embodiment uses 100% for illustration, meaning that when the above-mentioned device charges in the middle, it can ensure that the vehicle is charged to 100% of the predetermined charging level.

[0078] After the simulated charging, the device returns to the steps of obtaining the current vehicle location and the destination location. That is, the intermediate charging location is used as the current vehicle location, and the route is replanned based on the intermediate charging location and the destination location. The simulated driving is then performed again based on the replanned route and the battery level after the simulated charging (i.e., 100%). The simulated real-time battery level at each location is judged in real time to see if it is lower than the target battery level. This process is repeated until the simulated real-time battery level is not lower than the target battery level (i.e., 50%) when the vehicle arrives at the destination. This indicates that driving in this way can ensure that the vehicle meets the user's needs when it arrives at the destination with 50% battery power remaining.

[0079] After the simulated driving is completed, a new route is planned based on the determined destination, the initial vehicle position, and all intermediate charging points. Following this new route ensures the vehicle arrives at its destination with 50% battery remaining. Compared to existing methods where users must manually select charging points along the way to ensure the car arrives with the required remaining battery power, this embodiment automatically determines intermediate charging points, thus considering the battery level upon arrival and improving the user experience.

[0080] Furthermore, considering that there may be two scenarios when determining the intermediate charging location: Scenario 1: a single charge is sufficient to ensure at least 50% battery charge upon arrival at the destination, requiring only one determination of the intermediate charging location; Scenario 2: the vehicle needs at least two charges to ensure at least 50% battery charge upon arrival at the destination, requiring at least two determinations of the intermediate charging location. Therefore, in this embodiment, to accurately determine the intermediate charging location, the step of determining the intermediate charging location and performing simulated charging when the simulated real-time battery charge is lower than the target battery charge during simulated driving includes:

[0081] Step S31: When the simulated real-time battery level is lower than the target battery level during the simulated driving process, determine the available battery level based on the expected charging capacity and the target battery level.

[0082] It should be noted that the aforementioned expected charging capacity can be the battery capacity that the user has preset to allow the vehicle to charge to the maximum limit, i.e., the aforementioned 100%. Of course, it can also be other battery capacities, and this embodiment does not impose any restrictions on this. The aforementioned available capacity can be the amount of energy that the vehicle can use when the battery level falls below the target level in the next real-time simulated charge test after it has been charged to the aforementioned expected charging capacity. It can be the difference between the expected charging capacity and the target battery level as the aforementioned available capacity, i.e., in this embodiment, the available capacity can be 100% - 50% = 50%.

[0083] Step S32: Determine whether the driving distance corresponding to the available power is sufficient to reach the destination.

[0084] It is understood that the driving distance corresponding to the available power can be the distance simulated by that available power under the average power consumption. The distance required 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 so, determine the intermediate charging location based on the current vehicle location and perform simulated charging;

[0086] Step S34: If not, determine the power protection zone, and determine the intermediate charging location based on the power protection zone, the driving distance, and the required distance to perform simulated charging.

[0087] It should be understood that when the driving distance corresponding to the available power is not less than the distance required to reach the destination, it can be said that one charge is sufficient, and a mid-route charging location can be determined based on the current vehicle location for simulated charging. If the driving distance corresponding to the available power is less than the distance required to reach the destination, it can be said that at least two charges are required, and a power reserve range can be determined. This power reserve range can be the range in which charging is required, or it can be set according to actual conditions. For example, this embodiment uses 20% to 30% as an example. Then, based on this power reserve range, the driving distance, and the required distance, a mid-route charging location is determined for simulated charging.

[0088] For ease of understanding, please refer to Figure 3 , Figure 3 This is a schematic diagram illustrating the determination of the intermediate charging location in the first embodiment of the path planning method of this application. For example... Figure 3 As shown, if the vehicle's initial starting position is point A with a corresponding battery charge of 70%, and the destination position is point C1, the device can plan an initial path AC1 and simulate driving along that path. Assuming that the real-time battery charge at point B, between points A and C1, starts to fall below the target charge by 50%, and the expected charging charge is 100%, then the available battery charge is determined to be 100% - 50% = 50%. Then, the distance traveled with this 50% available battery charge under average power consumption is determined to be the distance between B and D (one grid corresponds to 10% battery charge consumption). This means that when the vehicle is charged to 100% at point B and arrives at point D, the remaining battery charge is 50%. The required distance to reach the destination position C1 is then determined to be the distance between B and C. Since the distance between B and C is less than the distance between B and D, it can be determined that the required distance to reach the destination position C1 is met. Therefore, the intermediate charging location can be determined based on the position of point B for simulated charging.

[0089] When simulating charging by determining the intermediate charging location based on point B, the device can use the current vehicle location point B as the intermediate charging location, or select any charging station near the current vehicle location B and the destination location C1 as the intermediate charging location for simulation charging. This embodiment uses point B as the intermediate charging location for explanation.

[0090] If the destination is point C2 or C3, since both points C2 and C3 are after point D, it indicates that charging the current vehicle position corresponding to point B to 100% will not be able to retain 50% of the charge when arriving at the destination. The determined intermediate charging position is after point B. Therefore, the device can determine the pre-set power reserve range (20% to 30%), the driving distance, and the required distance to determine the intermediate charging position for simulated charging.

[0091] In order to determine the intermediate charging locations corresponding to the destination points C2 and C3, in this embodiment, the step of simulating charging based on the power supply interval, the driving distance, and the required distance to determine the intermediate charging location includes:

[0092] Step S341: Determine the power supply section corresponding to the power supply protection section, and determine the remaining distance based on the travel distance and the required distance.

[0093] It should be noted that the aforementioned power protection segment can be the distance segment corresponding to when the current power level reaches the power protection range. The aforementioned remaining distance can 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 level.

[0094] Based on such Figure 3 As shown, in this embodiment, after charging to the expected charge level (i.e., 100%) at point B, simulated driving can continue based on the average power consumption to determine the distance segment corresponding to the battery charge protection range, which is then used as the aforementioned protection segment (i.e., Figure 3 The remaining distance (DC2 or DC3) is determined based on the travel distance (i.e., the distance between BD) and the required distance (i.e., if the destination is point C2, the required distance is the section between BC2; if the destination is point C3, the required distance is the section between BC3).

[0095] Step S342: When the circuit protection segment is within the remaining route, determine the search location and search range corresponding to each power station search point in the circuit protection segment.

[0096] After obtaining the remaining road segments, the aforementioned equipment can determine whether the protected road segment (i.e., segment EF) is located among the remaining road segments; if it is not located (i.e., the corresponding segment...). Figure 3 If the destination is point C2, then charging the battery at point B to the expected charge level will allow the battery to reach the destination before reaching the guaranteed charge range. Therefore, a location between the current vehicle position (point B) and the destination (point C2) can be selected as an intermediate charging point for simulated charging. Specifically, a location between points B, C, and C2 where the current battery level is within the guaranteed charge range (20% to 30%) can be chosen as the intermediate charging point. Similarly, if the destination is within the guaranteed charge range (sections E and F), a location between the current vehicle position (point B) and the destination can be selected as an intermediate charging point for simulated charging.

[0097] If the circuit protection segment (i.e., segment EF) is located between the remaining segments (i.e., corresponding to...) Figure 3If the destination is point C3, it means that after charging the battery to the expected charge level at point B, the battery level should not reach the destination before reaching the power protection zone. This allows us to determine the search location and search range corresponding to each power station search point within the power protection zone.

[0098] Understandably, the aforementioned power station search point can be a point obtained by dividing the aforementioned power supply segment according to a preset interval, and can be used to search for the location of nearby charging stations with that point as the center. The aforementioned search location is the location corresponding to the power station search point, and the aforementioned search range can be the search radius corresponding to the center of the circle with the power station search point as the center.

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

[0100] Next, a preset lower limit for battery power (e.g., 15%) can be obtained, which can be used to determine the size of the search range. Then, after determining the search points for each power station, the device can determine the allowable search radius based on the preset lower limit and the current battery power at each power station search point. This allowable search radius can be the radius that the vehicle can travel within, which is the difference between the current battery power and the preset lower limit. Then, a circle is drawn with the search location corresponding to the corresponding power station search point as the center, according to the corresponding search radius, and the obtained area is used as the search range for each power station search point.

[0101] based on Figure 4 After determining point E (with 30% battery charge) as a power station search point, point G (with 25% battery charge) as another search point, and a point with 20% battery charge as yet another, if the preset lower limit for battery charge is 15%, then for point E, the difference between the current battery charge and the preset lower limit is 30% - 15% = 15%. Combining the average power consumption with this 15% battery charge, we determine the distance the vehicle can travel with 15% battery charge consumed. Using point E as the center, we draw a circle with this distance as the allowable search radius corresponding to point E to obtain... Figure 4 The circular area corresponding to point E is used as the search range corresponding to point E above.

[0102] Similarly, for point G, the difference between the current battery level and the preset lower limit is 25% - 15% = 10%. Combining this with the average power consumption and this 10% battery capacity, we determine the distance the vehicle can travel with 10% battery power consumed. Using point G as the center, we draw a circle with this distance as the allowable search radius corresponding to point G to obtain... Figure 4 The circular area corresponding to point G is used as the search range corresponding to point G.

[0103] Similarly, for point F, the difference between the current battery level and the preset lower limit is 20% - 15% = 5%. Combining this with the average power consumption and the 5% battery capacity, we determine the distance the vehicle can travel with 5% battery capacity consumed. Using point F as the center, we draw a circle with this distance as the allowable search radius corresponding to point F to obtain... Figure 4 The circular area corresponding to point F is used as the search range for point F.

[0104] Step S343: Based on each search location, search according to the corresponding search range to obtain the charging location within each search range;

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

[0106] After obtaining the search range corresponding to each search location, the possible charging locations within each search range can be determined (i.e., Figure 4 (Points H1, H2, and H3); then select one point from each charging position as the intermediate charging position for simulated charging.

[0107] After the simulated charging, the device returns to the steps of obtaining the current vehicle location and the destination location. That is, the intermediate charging location is used as the current vehicle location, and the route is replanned based on the intermediate charging location and the destination location. The simulated driving is then performed again based on the replanned route and the battery level after the simulated charging (i.e., 100%). The simulated real-time battery level at each location is judged in real time to see if it is lower than the target battery level. This process is repeated until the simulated real-time battery level is not lower than the target battery level (i.e., 50%) when the vehicle arrives at the destination. This indicates that driving in this way can ensure that the vehicle meets the user's needs when it arrives at the destination with 50% battery power remaining.

[0108] After the simulated driving is completed, a new route is planned based on the determined destination, the initial vehicle position, and all intermediate charging points. Following this new route ensures the vehicle arrives at its destination with 50% battery remaining. Compared to existing methods where users must manually select charging points along the way to ensure the car arrives with the required remaining battery power, this embodiment automatically determines intermediate charging points, thus considering the battery level upon arrival and improving the user experience.

[0109] Reference Figure 5 , Figure 5 This is a flowchart illustrating the second embodiment of the path planning method of this application. Based on the first embodiment described above, a second embodiment of the path planning method of this application is proposed.

[0110] Considering the existence of multiple determined charging locations, to accurately select a suitable charging location as an intermediate charging point, the shortest distance between each charging location and the initial path can be determined, and these shortest distances can be sorted. The charging location corresponding to the shortest shortest distance can then be selected as the intermediate charging point. However, to ensure that, with the same number of charging cycles, the vehicle has a sufficient remaining battery power upon arrival at the destination, thereby improving the user experience, such as... Figure 5 As shown, in this embodiment, step S344 includes:

[0111] Step S3441: Determine the number of search ranges in which each of the charging locations is located, and sort the number of search ranges.

[0112] Step S3442: Select an intermediate charging position from each of the charging positions according to the sorting results and perform simulated charging.

[0113] It should be noted that the number of search ranges mentioned above can be the number of search ranges within which the charging location falls. Continuing... Figure 4 As shown, in this embodiment, when the device is within the determined charging location (i.e., within each search range) Figure 4 After identifying H1, H2, and H3, the number of search ranges for each charging location can be counted. For example, point H1 exists only within the search range centered on point E; point H2 exists in both the search range centered on point E and the search range centered on point G; and point H3 exists in the search ranges centered on points E, G, and F. Therefore, point H1 corresponds to 1 search range, point H2 corresponds to 2 search ranges, and point H3 corresponds to 3 search ranges.

[0114] Next, the number of search ranges can be sorted, and the charging position with the most search ranges can be selected as the intermediate charging position mentioned above. Figure 4 The H3 position is designated as the intermediate charging point.

[0115] Furthermore, considering that if there are at least two charging locations where the number of search ranges is maximized, i.e., for example... Figure 4 Since both H3 and H4 have a search range of 3, considering the need to save charging time, the matching degree between the charging piles and the vehicle at these two charging locations can be considered. The charging location with the higher matching degree can be selected as the intermediate charging location. The specific process is step S3442 above, including:

[0116] The initial charging position is selected from each of the charging positions according to the sorting results;

[0117] When there are at least two initial charging locations, determine to obtain vehicle charging parameters and charging pile parameters at each initial charging location;

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

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

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

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

[0122] For example, if the obtained charging pile parameters include charging pile interface parameters and charging pile power parameters, then the obtained vehicle charging parameters may include vehicle charging interface parameters and vehicle charging power parameters. A first matching degree between the charging pile interface parameters and the vehicle charging interface parameters, and a second matching degree between the charging pile power parameters and the vehicle charging power parameters are determined respectively. The specific method for calculating the matching degree is not limited in this embodiment. Then, the preset weights corresponding to the first matching degree and the second matching degree are obtained, and the overall matching degree corresponding to point H3 and point H4 is determined. The point with the highest overall matching degree is taken as the intermediate charging position. Since a higher overall matching degree indicates a faster charging speed and thus the shortest charging time, the user experience is improved.

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

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

[0125] Step S50: When actually driving according to the planning results, obtain the current battery level and the current vehicle power consumption;

[0126] Step S60: Obtain the real-time vehicle location, and simulate driving based on the real-time vehicle location, the current battery level, and the current vehicle power consumption according to the planning results.

[0127] It should be noted that after the aforementioned device plans a route based on the intermediate charging locations, the current vehicle location, and the destination location, it can begin actual driving according to the planned route. During actual driving, the device can obtain the vehicle's current battery level and current power consumption in real time. The current battery level and current power consumption can both be real-time data collected during the actual driving process.

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

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

[0130] After obtaining the current power level and the current power consumption of the vehicle, the aforementioned device can obtain the real-time vehicle location and replace the previous current vehicle location with the real-time vehicle location, and replace the previous average power consumption with the current vehicle power consumption, and then simulate driving again according to the planning result. The specific simulation driving process can be the same as described above, and this embodiment will not elaborate on it.

[0131] As another implementation method, considering that different road sections have a certain impact on the vehicle's power consumption, such as increased power consumption on uphill sections and increased power consumption on highway sections, in order to reduce the impact and improve the accuracy of prediction, this embodiment, when simulating driving again according to the planning result after replacing the previous average power consumption with the current vehicle power consumption, can determine the uphill section power consumption corresponding to the already driven road sections, the highway average power consumption corresponding to the highway sections, and the power consumption of the remaining road sections based on the power consumption of the already driven road sections. Then, the remaining road sections are divided to determine how many uphill sections, how many highway sections, and how many other road sections are included. Then, the remaining uphill sections are simulated based on the uphill section power consumption, the remaining highway sections are simulated based on the highway section power consumption, and the remaining other road sections are simulated based on the power consumption of the remaining road sections, thereby further improving the accuracy of the simulation results.

[0132] As another implementation method, considering that different levels of road congestion may result in different power consumption, such as increased power consumption in congested road sections, this embodiment can also determine the power consumption corresponding to different preset congestion levels based on the power consumption of the already traveled road sections, obtain the real-time traffic conditions of the remaining road sections, divide the remaining road sections according to the preset congestion levels and real-time traffic conditions, and then simulate driving based on the division results of different congestion levels according to the corresponding power consumption, thereby making the simulated driving results more accurate.

[0133] Step S70: Update the intermediate charging location based on the simulated driving results, and update the planning results based on the real-time vehicle location, the destination location, and the updated intermediate charging location;

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

[0135] After a simulated driving test, a new intermediate charging location is obtained. This new intermediate charging location replaces the one determined during the simulated driving test before the actual driving. The planning results obtained during the simulated driving test are then updated again based on the real-time vehicle location, destination location, and the updated intermediate charging location. This allows users to follow the updated planning results during subsequent driving, enabling real-time adjustments to the planning results and further improving their accuracy.

[0136] It should be emphasized that when simulating driving during actual driving, the simulation can be carried out at certain time intervals (e.g., once per hour). The specific time interval can be set according to the actual situation, and this embodiment does not impose any restrictions on it.

[0137] Furthermore, considering that during actual driving, when charging is needed, the charging station at the designated intermediate charging location might be charging another vehicle, in order to further improve the accuracy of intermediate charging locations, this embodiment further includes the following step after step S80:

[0138] Step S90: When the current power level reaches the power preservation range, obtain the charging pile status of each initial charging location.

[0139] Continue based on Figure 4 To clarify, if the vehicle's current battery level reaches the protection range (between 20% and 30%) after it actually reaches point E, then the aforementioned device can obtain the initial charging position determined during the previous simulated driving. Figure 4 The system retrieves information about points H3 and H4, and obtains the charging status of each charging station at points H3 and H4.

[0140] Step S100: When all the charging piles are in working state, determine the remaining charging time of each charging pile, and determine the required time to reach each of the initial charging locations based on the real-time vehicle location.

[0141] Step S110: Adjust the updated intermediate charging location based on the required time and the remaining charging time, and drive according to the adjusted intermediate charging location.

[0142] It is understandable that the aforementioned remaining charging time could be the remaining time required for the charging station to finish charging the currently charging vehicle.

[0143] After obtaining the charging pile status of each charging pile, it can be determined whether each charging pile is in a working state. If there is a non-working charging pile at the previously determined intermediate charging location, the actual driving will continue according to the previous intermediate charging location; if all the charging piles at the previously determined intermediate charging locations are in a working state, and there is a non-working charging pile among the remaining initial charging locations, then that initial charging location will be used as the new intermediate charging location; if all the charging piles at the previously determined initial charging locations are in a working state, it can be said that all charging piles are in use. The above equipment can then simulate the time required to reach each initial charging location, that is, simulate the time required to reach points H3 and H4, and obtain the remaining charging time of the charging piles at points H3 and H4. The remaining charging time is compared with the required time, and the initial charging location with the closest time is selected to adjust the above intermediate charging location, and then the actual driving will be carried out according to the adjusted intermediate charging location.

[0144] As another implementation, considering that charging costs vary at different times, in this embodiment, if the simulated driving to the mid-trip charging location is within a period of high charging costs (e.g., from 10 pm to 7 am the next day), the mid-trip charging location 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 does not limit it.

[0145] Furthermore, this application also proposes a storage medium storing a path planning program, which, when executed by a processor, implements the path planning method described above.

[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 this application; as shown... Figure 7 As shown in the figure, this application embodiment also proposes a path planning device, the device comprising:

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

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

[0149] The simulated charging module 703 is used to determine an intermediate charging location for simulated charging when the simulated real-time battery level is lower than the target battery level during simulated driving, and then return to execute the operation of obtaining the current vehicle position and destination position until the simulated real-time battery level is not lower than the target battery level when the destination position is reached.

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

[0151] This embodiment can plan an initial route based on the current vehicle location and destination location, simulate driving, and determine the simulated real-time battery level during the simulation. If the simulated real-time battery level is lower than the target battery level, a charging point can be determined for simulated charging. The simulation is then repeated based on the charging point and destination location, and this process is repeated until the simulated real-time battery level is no lower than the target battery level upon arrival at the destination. Finally, route planning is performed based on the current vehicle location, destination location, and charging points. Compared to existing methods where users must manually select charging points along the way to ensure the car arrives at its destination with sufficient remaining battery power, this embodiment automatically determines charging points, thus taking into account the battery level upon arrival at the destination, improving the user experience.

[0152] As one implementation, the simulated charging module 703 is further configured to determine the available power based on the expected charging power and the target power when the simulated real-time power level is lower than the target power level during simulated driving; determine whether the driving distance corresponding to the available power level meets the required distance to reach the destination; if so, determine an intermediate charging location based on the current vehicle location for simulated charging; if not, determine a power preservation zone, and determine an intermediate charging location based on the power preservation zone, the driving distance, and the required distance for simulated charging.

[0153] As one implementation, the simulated charging module 703 is further configured to determine the power supply range corresponding to the power supply interval, and determine the remaining distance based on the travel distance and the required distance; when the power supply range is within the remaining distance, determine the search position and search range corresponding to each power station search point in the power supply range; perform a search based on each search position according to the corresponding search range to obtain the charging position within each search range; and select an intermediate charging position from each charging position for simulated charging.

[0154] Based on the first embodiment of the path planning device described in this application, a second embodiment of the path planning device of this application is proposed.

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

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

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

[0158] In this embodiment, the route planning module 704 is further configured to: obtain the current battery level and the current vehicle power consumption when actually driving according to the planning results; obtain the real-time vehicle location and simulate driving according to the planning results based on the real-time vehicle location, the current battery level, and the current vehicle power consumption; update the intermediate charging location according to the simulated driving results; update the planning results according to the real-time vehicle location, the destination location, and the updated intermediate charging location; and perform actual driving according to the updated planning results.

[0159] As one implementation, the route planning module 704 is further configured to: obtain the charging pile status of each initial charging location when the current power level reaches the power reserve interval; determine the remaining charging time of each charging pile when all charging piles are in working condition; determine the required time to reach each initial charging location based on the real-time vehicle location; adjust the updated intermediate charging locations based on the required time and the remaining charging time; and perform actual driving based on the adjusted intermediate charging locations.

[0160] Other embodiments or specific implementations of the path planning device described in this application can be found in the above-described method embodiments, and will not be repeated here.

[0161] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0162] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

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

[0164] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A path planning method characterized by, The method comprises: acquiring 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 a simulated real-time power during simulated driving is lower than a target power, determining a midway charging position for simulated charging, and returning to the step of acquiring the current vehicle position and the destination position until the simulated real-time power is not lower than the target power when the destination position is reached; path planning based on the current vehicle position, the destination position, and the midway charging position; the step of determining the midway charging position for simulated charging when the simulated real-time power during simulated driving is lower than the target power comprises: when the simulated real-time power during simulated driving is lower than the target power, determining an available power according to a predicted charging power and the target power; judging whether a travel distance corresponding to the available power meets a required distance for reaching the destination position; if yes, determining the midway charging position for simulated charging according to the current vehicle position; if no, determining a power preservation interval, and determining the midway charging position for simulated charging based on the power preservation interval, the travel distance, and the required distance; the step of determining the midway charging position for simulated charging based on the power preservation interval, the travel distance, and the required distance comprises: determining a power preservation path section corresponding to the power preservation interval, and determining a remaining distance based on the travel distance and the required distance; when the power preservation path section is between the remaining distance, determining a search position and a search range corresponding to each charging station search point in the power preservation path section; searching according to the search range corresponding to each search position to obtain a charging position in each search range; selecting a midway charging position from each charging position for simulated charging; the step of selecting the midway charging position from each charging position for simulated charging comprises: determining a number of search ranges in which each charging position is located, and sorting the number of search ranges; selecting the midway charging position from each charging position for simulated charging according to the sorting result.

2. The method of claim 1, wherein, the step of selecting the midway charging position from each charging position for simulated charging according to the sorting result comprises: selecting an initial charging position from each charging position according to the sorting result; when the number of initial charging positions is at least two, acquiring a vehicle charging parameter and a charging pile parameter at each initial charging position; determining a matching degree between the vehicle charging parameter and each charging pile parameter, and selecting the midway charging position from each charging position for simulated charging based on each matching degree.

3. The method of claim 2, wherein, after the step of path planning based on the current vehicle position, the destination position, and the midway charging position, the method further comprises: acquiring a current power and a current vehicle power consumption when actual driving is performed according to the planning result; acquiring a real-time vehicle position, and performing simulated driving according to the planning result based on the real-time vehicle position, the current power, and the current vehicle power consumption; update the midway charging position according to the simulation driving result; update the planning result according to the real-time vehicle position, the destination position and the updated midway charging position; perform actual driving according to the updated planning result.

4. The method of claim 3, wherein, The step of performing actual driving according to the updated planning result further comprises: when the current electric quantity reaches the power protection interval, acquire charging pile states of each initial charging position; when each charging pile state is in a working state, determine a remaining charging duration of each charging pile and a required duration for reaching each initial charging position according to the real-time vehicle position; adjust the updated midway charging position based on each required duration and each remaining charging duration and perform actual driving according to the adjusted midway charging position.

5. A route planning apparatus characterized by comprising: The device comprises: a position acquisition module configured to acquire a current vehicle position and a destination position; a simulation driving module configured to plan an initial path based on the current vehicle position and the destination position and perform simulation driving according to the initial path; a simulation charging module configured to determine a midway charging position for simulation charging when a simulation real-time electric quantity during simulation driving is lower than a target electric quantity and return to perform the operation of acquiring the current vehicle position and the destination position until the simulation real-time electric quantity is not lower than the target electric quantity when the destination position is reached; a path planning module configured to plan a path based on the current vehicle position, the destination position and the midway charging position; The simulation charging module is further configured to determine an available electric quantity according to a predicted charging electric quantity and the target electric quantity when the simulation real-time electric quantity during simulation driving is lower than the target electric quantity, determine whether a driving distance corresponding to the available electric quantity meets a required distance for reaching the destination position, perform simulation charging according to the current vehicle position to determine a midway charging position if yes, and perform simulation charging according to the power protection interval, the driving distance and the required distance to determine a midway charging position if no. The simulation charging module is further configured to determine a power protection road section corresponding to the power protection interval, determine a remaining distance based on the driving distance and the required distance, determine a search position and a search range of each power station search point in the power protection road section when the power protection road section is between the remaining distance, search based on each search position according to the corresponding search range to obtain charging positions in each search range, and select a midway charging position from each charging position for simulation charging. The simulation charging module is further configured to determine a number of search ranges of each charging position, sort the number of search ranges, and select a midway charging position from each charging position for simulation charging according to the sorting result.

6. A storage medium, characterized by The storage medium has a path planning program stored thereon, and the path planning program is executed by the processor to implement the path planning method in any one of claims 1 to 4. The storage medium has a path planning program stored thereon, and the path planning program is executed by the processor to implement the path planning method in any one of claims 1 to 4.

7. An automobile characterized by comprising: The automobile comprises a memory, a processor, and a path planning program stored on the memory and capable of running on the processor, and the path planning program, when executed by the processor, implements the path planning method according to any one of claims 1 to 4.

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