Charging path planning method and device, equipment and storage medium

Abstract

The invention relates to a charging path planning method and device, equipment and a storage medium. According to the main technical scheme, the method comprises the steps that current battery state information, vehicle driving information and real-time road information of a vehicle battery are obtained, the current battery state information comprises a current remaining electric quantity percentage value and a current battery temperature value, and the vehicle driving information comprises the distance mileage between the current position of the vehicle and a driving destination; according to the current residual electric quantity percentage value and the current battery temperature value, the calculated driving mileage of the vehicle under the current battery temperature value is determined, whether the vehicle needs to be charged or not is judged according to the calculated driving mileage and the distance mileage, and in response to the vehicle needs to be charged, according to the calculated driving mileage, the current battery state information and the real-time road information, the real-time road information is determined. The charging path can be efficiently and safely planned.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to a charging path planning method, device, equipment and storage medium. Background Art

[0002] When electric vehicles are driving on city streets, they need to frequently brake, change lanes, and accelerate due to the real-time changes in traffic lights and traffic flow, which further increases the energy consumption burden and increases the frequency of charging. Especially for electric vehicles, effective charging path planning is not only related to the safety and comfort of the journey, but also directly affects the energy consumption and endurance of the vehicle. Therefore, a fast, energy-saving, and online computing charging path planning method has become an important demand of urban electric vehicle users.

[0003] At present, when a vehicle is traveling along a planned charging route, as the power is consumed, the vehicle's driving speed will also decrease, resulting in the vehicle being unable to charge in time according to the originally planned charging route, making it difficult to plan the charging route efficiently and safely. Summary of the invention

[0004] Based on this, the present application provides a charging path planning method, device, equipment and storage medium to enable electric vehicles to efficiently and safely plan charging paths.

[0005] In a first aspect, a charging path planning method is provided, the method comprising:

[0006] Obtaining current battery status information, vehicle driving information and real-time road information of the vehicle battery, wherein the current battery status information includes the current remaining power percentage value and the current battery temperature value, and the vehicle driving information includes the distance mileage between the vehicle's current location and the driving destination;

[0007] Determine the calculated mileage of the vehicle at the current battery temperature value according to the current remaining power percentage value and the current battery temperature value;

[0008] Determine whether the vehicle needs to be charged based on the calculated mileage and distance mileage;

[0009] In response to the vehicle needing to be charged, a charging route for the vehicle is planned based on the calculated mileage, current battery status information, and real-time road information.

[0010] According to an achievable method in an embodiment of the present application, it is characterized in that, according to the current remaining power percentage value and the current battery temperature value, the calculated mileage of the vehicle at the current battery temperature value is determined, including:

[0011] Determine the effective battery capacity of the vehicle at the current battery temperature based on a pre-calibrated battery capacity loss rate, a battery optimal operating temperature, a battery optimal nominal capacity and a current battery temperature value;

[0012] Determine the actual power percentage value of the vehicle at the current battery temperature based on the effective capacity of the battery, the current remaining power percentage value and the optimal nominal capacity of the battery;

[0013] The calculated mileage of the vehicle at the current battery temperature is determined based on the actual power percentage value, the preset reference mileage, the battery effective capacity and the power consumption rate.

[0014] According to an achievable method in an embodiment of the present application, the calculated mileage of the vehicle at the current battery temperature is determined according to the actual power percentage value, the preset reference mileage, the battery effective capacity and the power consumption rate, including:

[0015] Determine a first calculated mileage of the vehicle at a current battery temperature value according to the actual power percentage value and a preset reference mileage;

[0016] Determine a second calculated driving mileage of the vehicle at the current battery temperature according to the battery effective capacity, the actual power percentage value and the power consumption rate;

[0017] The calculated mileage of the vehicle at the current battery temperature is determined according to the first calculated mileage and the second calculated mileage.

[0018] According to an achievable method in an embodiment of the present application, a charging path of a vehicle is planned based on the calculated mileage, current battery status information and real-time road information, including:

[0019] Based on real-time road information, determine the vehicle's driving path and estimated mileage between the current location and each charging station within a preset range;

[0020] Determine the initial screening charging path of the vehicle between the current location and the driving path of each charging station within a preset range according to the calculated mileage and the estimated mileage;

[0021] According to the current battery status information and real-time road information, congestion prediction is performed on the primary screening charging path to obtain the secondary screening charging path;

[0022] The efficiency of the charging stations corresponding to the re-screened charging paths is analyzed to obtain the charging path of the vehicle.

[0023] According to an achievable method in an embodiment of the present application, congestion prediction is performed on the primary screening charging path according to the current battery status information and the real-time road information to obtain the secondary screening charging path, including:

[0024] Determine at least one preferred section and the length of at least one preferred section in the initial screening charging path according to the real-time road information;

[0025] Obtaining a time point when the vehicle arrives at at least one preferred road section as a reference time point, and a historical average driving speed of the vehicle passing through at least one preferred road section within the reference time point;

[0026] Obtaining an estimated total driving time of the initially screened charging path according to the length of at least one preferred road section, the historical average driving speed, and the preset delay time;

[0027] The re-screening charging path is determined based on the current battery status information, historical average driving speed, estimated total driving time and preset vehicle remaining power percentage threshold.

[0028] According to an achievable method in an embodiment of the present application, a re-screening charging path is determined based on current battery status information, historical average driving speed, estimated total driving time, and a preset vehicle remaining power percentage threshold, including:

[0029] According to the current battery status information, the historical average driving speed and the estimated total driving time, determine the remaining power percentage value of the vehicle when it arrives at the charging station corresponding to the initial screening charging path;

[0030] The re-screening charging path is determined based on the remaining power percentage value and the preset vehicle remaining power percentage value threshold.

[0031] According to an achievable method in the embodiment of the present application, efficiency analysis is performed on the charging stations corresponding to the re-screened charging paths to obtain the charging paths of the vehicles, including:

[0032] Obtain the estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path, as well as the current charging information of the charging station corresponding to the re-screened charging path;

[0033] Determine the number of idle charging piles in the charging station corresponding to the re-screened charging path according to the estimated time and the current charging information of the charging station corresponding to the re-screened charging path;

[0034] According to the number of idle charging piles in the charging station corresponding to the re-screened charging path, the charging path of the vehicle is obtained.

[0035] According to an achievable method in an embodiment of the present application, obtaining the estimated time for the vehicle to arrive at the charging station corresponding to the re-screening charging path includes:

[0036] Obtain the estimated mileage of the re-screened charging path, the actual battery percentage value of the vehicle at the current battery temperature value, and the speed test information of the vehicle, the speed test information including multiple remaining battery percentage value intervals and the maximum driving speed corresponding to each remaining battery percentage value interval;

[0037] Determine at least one available remaining power percentage value interval according to the actual power percentage value and the multiple remaining power percentage value intervals;

[0038] The estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path is determined based on the estimated mileage of the re-screened charging path and the maximum driving speed corresponding to at least one available remaining power percentage value interval.

[0039] According to an achievable method in an embodiment of the present application, the number of idle charging piles in the charging station corresponding to the re-screened charging path is determined according to the estimated time and the current charging information of the charging station corresponding to the re-screened charging path, including:

[0040] Obtain the current time of the vehicle at its current location, and determine the estimated time point when the vehicle will arrive at the charging station corresponding to the re-screened charging path based on the current time and the estimated time;

[0041] Determine the total number of idle charging piles in the charging station corresponding to the re-screened charging path according to the estimated time point and the current charging information of the charging station corresponding to the re-screened charging path;

[0042] Obtain the historical charging pile usage rate of the charging station corresponding to the re-screened charging path, and determine the estimated number of charging piles used by the vehicle to reach the charging station corresponding to the re-screened charging path within the estimated time based on the historical charging pile usage rate and the estimated time;

[0043] According to the total number of idle charging piles in the charging station corresponding to the re-screened charging path and the expected number of charging piles in use, the number of idle charging piles in the charging station corresponding to the re-screened charging path is obtained.

[0044] According to an achievable method in an embodiment of the present application, the current charging information includes the number of idle charging piles in the charging station and the estimated remaining charging time of the working charging piles; according to the estimated time point and the current charging information of the charging station corresponding to the re-screened charging path, the total number of idle charging piles in the charging station corresponding to the re-screened charging path is determined, including:

[0045] According to the estimated remaining charging time of the working charging pile and the current time, determine the charging completion time point of the working charging pile in the charging station corresponding to the re-screened charging path;

[0046] According to the estimated time point and the charging completion time point, determine the number of working charging piles to be released when the vehicle arrives at the charging station corresponding to the re-screened charging path;

[0047] According to the current number of idle charging piles in the charging station and the number of released working charging piles, the total number of idle charging piles in the charging station corresponding to the re-screened charging path is determined.

[0048] In a second aspect, a charging path planning device is provided, the device comprising:

[0049] An acquisition module is used to acquire current battery status information of the vehicle battery, vehicle driving information and real-time road information, wherein the current battery status information includes the current remaining power percentage value and the current battery temperature value, and the vehicle driving information includes the distance mileage between the vehicle's current location and the driving destination;

[0050] A determination module, used to determine the calculated mileage of the vehicle at the current battery temperature value according to the current remaining power percentage value and the current battery temperature value;

[0051] A judgment module, used to judge whether the vehicle needs to be charged according to the calculated mileage and distance mileage;

[0052] The planning module is used to plan the charging path of the vehicle in response to the need for charging of the vehicle based on the calculated mileage, current battery status information and real-time road information.

[0053] In a third aspect, a computer device is provided, comprising:

[0054] at least one processor; and

[0055] a memory communicatively connected to the at least one processor; wherein,

[0056] The memory stores computer instructions that can be executed by the at least one processor, and the computer instructions are executed by the at least one processor to enable the at least one processor to perform the method involved in the first aspect above.

[0057] In a fourth aspect, a computer-readable storage medium is provided, on which computer instructions are stored, characterized in that the computer instructions are used to enable a computer to execute the method involved in the first aspect above.

[0058] According to the technical content provided in the embodiments of the present application, the current battery status information, vehicle driving information and real-time road information of the vehicle battery are obtained, wherein the current battery status information includes the current remaining power percentage value and the current battery temperature value, and the vehicle driving information includes the distance mileage between the vehicle's current location and the driving destination. According to the current remaining power percentage value and the current battery temperature value, the calculated mileage of the vehicle at the current battery temperature value is determined, and according to the calculated mileage and distance mileage, it is determined whether the vehicle needs to be charged. In response to the vehicle needing to be charged, the charging route is efficiently and safely planned according to the calculated mileage, the current battery status information and the real-time road information. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 An application environment diagram of a charging path planning method in an embodiment;

[0060] Figure 2 A schematic diagram of a flow chart of a charging path planning method in one embodiment;

[0061] Figure 3 is a structural block diagram of a charging path planning device in one embodiment;

[0062] Figure 4 FIG. 4 is a schematic structural diagram of a computer device in one embodiment. DETAILED DESCRIPTION

[0063] The present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0064] For ease of understanding, the system to which this application is applicable is first described. The charging path planning method provided in this application can be applied to Figure 1 In the system architecture shown. Among them, the vehicle 100 includes an on-board terminal 110. The on-board terminal 110 obtains the current battery status information of the vehicle battery, the vehicle driving information and the real-time road information, wherein the current battery status information includes the current remaining power percentage value and the current battery temperature value, and the vehicle driving information includes the distance mileage between the vehicle's current location and the driving destination. According to the current remaining power percentage value and the current battery temperature value, the calculated mileage of the vehicle at the current battery temperature value is determined, and according to the calculated mileage and distance mileage, it is determined whether the vehicle needs to be charged. In response to the vehicle needing to be charged, the charging path of the vehicle is planned according to the calculated mileage, the current battery status information and the real-time road information. Among them, the on-board terminal 110 can be, but is not limited to, various personal computers and laptops connected to the vehicle.

[0065] Figure 2 A flowchart of a charging path planning method provided in an embodiment of the present application, the method can be as follows Figure 1 The vehicle-mounted terminal 110 in the system shown in the figure executes. Figure 2 As shown, the method may include the following steps:

[0066] S210, obtaining current battery status information of the vehicle battery, vehicle driving information and real-time road information.

[0067] The intelligent battery management system equipped with the vehicle terminal is used to obtain the current battery status information of the vehicle battery. The current battery status information may include the current remaining power percentage value, the current battery temperature value, the influence coefficient of the vehicle battery temperature on the energy consumption rate, the vehicle's benchmark energy consumption rate, and the temperature corresponding to the energy consumption rate benchmark value.

[0068] Vehicle driving information is the real-time and historical information of the vehicle during driving, which may include the distance mileage between the vehicle's current location and the driving destination, driving status, driving speed, continuous driving time, historical driving speed, historical driving route, etc. The Global Positioning System (GPS) positioning system equipped with the vehicle terminal can be used to collect the distance mileage between the vehicle's current location and the driving destination, and the driving status and driving speed information can be obtained through the speed sensor, and the vehicle's historical data can be obtained from the database.

[0069] Real-time road information is the road condition information within a certain area, which can be the area where the vehicle is traveling or the road section that the vehicle may pass through in a certain period of time in the future. The road condition information is directly obtained through the built-in receiving module or the 3G network.

[0070] S220, determining a calculated mileage of the vehicle at the current battery temperature value according to the current remaining power percentage value and the current battery temperature value.

[0071] First, the effective battery capacity of the vehicle at the current battery temperature is calculated based on the pre-calibrated battery capacity loss rate, the battery's optimal operating temperature, the battery's optimal nominal capacity, and the current battery temperature. Then, based on the battery's effective capacity, the current remaining power percentage value, and the battery's optimal nominal capacity, the actual power percentage value of the vehicle at the current battery temperature is calculated. Finally, based on the actual power percentage value, the preset reference mileage, the battery's effective capacity, and the power consumption rate, the calculated mileage of the vehicle at the current battery temperature is determined.

[0072] The calculated mileage is the theoretical value that the vehicle can continue to drive at the current battery temperature. By comparing it with the distance mileage, it can be determined whether the vehicle needs to be charged. By using the current remaining power percentage and the current battery temperature to calculate the theoretical value that the vehicle can continue to drive at the current battery temperature, the impact of battery power consumption during driving is comprehensively considered, so that the calculated mileage can be closer to the actual driving condition of the vehicle, so as to accurately determine whether the vehicle needs to be charged, avoid driving interruptions or delays caused by insufficient power, help improve the efficiency and convenience of vehicle use, and enhance user experience.

[0073] S230, judging whether the vehicle needs to be charged based on the calculated driving mileage and distance mileage.

[0074] If the calculated mileage is less than or equal to the distance mileage, it means that the vehicle's current battery remaining capacity cannot reach the driving destination and the vehicle needs to be charged.

[0075] If the calculated mileage is greater than the distance mileage, it means that the vehicle's current battery remaining capacity is sufficient to reach the destination and the vehicle does not need to be charged.

[0076] S240, in response to the vehicle needing to be charged, planning a charging route for the vehicle based on the calculated mileage, current battery status information, and real-time road information.

[0077] When the vehicle needs to be charged, first determine the driving path and estimated mileage of the vehicle between the current location and each charging station within the preset range based on real-time road information. Then determine the initial screening charging path in the driving path between the current location and each charging station within the preset range based on the calculated mileage and the estimated mileage. Then, predict the congestion of the initial screening charging path based on the current battery status information and real-time road information to obtain the re-screening charging path, and perform efficiency analysis on the charging stations corresponding to the re-screening charging path to obtain the charging path of the vehicle.

[0078] By preliminarily screening the charging paths and then predicting congestion for the preliminarily screened charging paths, we obtain the re-screened charging paths, and further perform efficiency analysis on the charging stations corresponding to the re-screened charging paths to optimize the charging paths, reduce charging time and energy consumption, and improve energy utilization efficiency.

[0079] It can be seen that the embodiment of the present application obtains the current battery status information of the vehicle battery, the vehicle driving information and the real-time road information, wherein the current battery status information includes the current remaining power percentage value and the current battery temperature value, and the vehicle driving information includes the distance mileage between the vehicle's current position and the driving destination, and determines the calculated mileage of the vehicle at the current battery temperature value according to the current remaining power percentage value and the current battery temperature value, and determines whether the vehicle needs to be charged according to the calculated mileage and the distance mileage, and in response to the vehicle needing to be charged, efficiently and safely plans the charging route according to the calculated mileage, the current battery status information and the real-time road information.

[0080] As an achievable method, according to the current remaining power percentage value and the current battery temperature value, the calculated mileage of the vehicle at the current battery temperature value is determined, including:

[0081] Determine the effective battery capacity of the vehicle at the current battery temperature based on a pre-calibrated battery capacity loss rate, a battery optimal operating temperature, a battery optimal nominal capacity and a current battery temperature value;

[0082] Determine the actual power percentage value of the vehicle at the current battery temperature based on the effective capacity of the battery, the current remaining power percentage value and the optimal nominal capacity of the battery;

[0083] The calculated mileage of the vehicle at the current battery temperature is determined based on the actual power percentage value, the preset reference mileage, the battery effective capacity and the power consumption rate.

[0084] Among them, the battery capacity loss rate, the battery's optimal operating temperature, and the battery's optimal nominal capacity are pre-calibrated and stored in the vehicle terminal, and can be directly obtained and used when calculating related data. The battery capacity loss rate sets a constant, which indicates the rate of capacity loss when the current battery temperature deviates from the optimal operating temperature. The battery's optimal nominal capacity is the nominal capacity of the battery at the optimal operating temperature.

[0085] According to the battery capacity loss rate, the battery's optimal operating temperature, the battery's optimal nominal capacity and the current battery temperature value, the effective battery capacity of the vehicle at the current battery temperature is determined by formula (1):

[0086] C(T)=C0×[1-k|TT opt |] (1)

[0087] Where k represents the battery capacity loss rate, T opt Indicates the optimal operating temperature of the battery, C0 indicates the optimal nominal capacity of the battery, and T indicates the current battery temperature value.

[0088] According to the effective capacity of the battery, the current remaining power percentage value and the optimal nominal capacity of the battery, the actual power percentage value of the vehicle at the current battery temperature is determined by formula (2):

[0089]

[0090] Among them, C 电量 Indicates the current remaining power percentage value, C0 indicates the optimal nominal capacity of the battery, and C(T) indicates the effective capacity of the battery.

[0091] The preset reference mileage is a reference mileage corresponding to a predefined vehicle unit power percentage value. The power consumption rate of the vehicle at the current battery temperature can be calculated by formula (3):

[0092] C 能耗 =C base ×[C factor ×(TT ref )] (3)

[0093] Among them, C base Indicates the vehicle benchmark energy consumption rate stored in the vehicle terminal, C factor represents the influence coefficient of vehicle battery temperature on energy consumption rate stored in the vehicle terminal, T represents the current battery temperature value, T ref Indicates the temperature corresponding to the energy consumption rate reference value stored in the vehicle terminal.

[0094] The calculated mileage of the vehicle at the current battery temperature is determined based on the actual power percentage value, the preset reference mileage, the battery effective capacity and the power consumption rate.

[0095] Specifically, determining a first calculated mileage of the vehicle at a current battery temperature value according to the actual power percentage value and a preset reference mileage;

[0096] Determine a second calculated driving mileage of the vehicle at the current battery temperature according to the battery effective capacity, the actual power percentage value and the power consumption rate;

[0097] The calculated mileage of the vehicle at the current battery temperature is determined according to the first calculated mileage and the second calculated mileage.

[0098] Multiplying the actual power percentage value and the preset reference mileage to obtain the first calculated mileage C1 of the vehicle at the current battery temperature value is a relatively direct calculation method to obtain the mileage of the vehicle at the current battery temperature value without considering other aspects.

[0099] According to the battery effective capacity, actual power percentage value and power consumption rate, the second calculated mileage of the vehicle at the current battery temperature is calculated by formula (4):

[0100]

[0101] Among them, C(T) represents the effective capacity of the battery, C 实际 Indicates the actual power percentage value, C 能耗 Indicates the power consumption rate.

[0102] According to the first calculated mileage and the second calculated mileage, the calculated mileage of the vehicle at the current battery temperature is calculated by formula (5):

[0103]

[0104] Wherein, C1 represents the first calculated mileage, C2 represents the second calculated mileage, and τ represents a predefined mileage calculation correction factor.

[0105] The mileage is not only calculated by the actual battery percentage value, but also a second mileage is calculated based on the battery's effective capacity, the actual battery percentage value and the battery energy consumption rate. The two are combined to get the calculated mileage, which takes the battery factors into consideration from multiple dimensions. As the battery level changes, the calculated mileage will not deviate from the actual driving conditions.

[0106] As an achievable approach, the vehicle's charging path is planned based on the calculated mileage, current battery status information, and real-time road information, including:

[0107] Based on real-time road information, determine the vehicle's driving path and estimated mileage between the current location and each charging station within a preset range;

[0108] Determine the initial screening charging path of the vehicle between the current location and the driving path of each charging station within a preset range according to the calculated mileage and the estimated mileage;

[0109] According to the current battery status information and real-time road information, congestion prediction is performed on the primary screening charging path to obtain the secondary screening charging path;

[0110] The efficiency of the charging stations corresponding to the re-screened charging paths is analyzed to obtain the charging path of the vehicle.

[0111] The GPS positioning system equipped with the vehicle terminal automatically generates the driving path and estimated mileage of the vehicle's current location and each charging station within the preset range based on real-time road information, and numbers the driving paths in sequence. Among them, the preset range is related to the information acquisition range set by the GPS positioning system, which is generally the area where the GPS positioning system intelligently obtains information.

[0112] If there is a driving route with an estimated mileage greater than or equal to the calculated mileage, it indicates that the driving route cannot guarantee timely charging of the vehicle, and the driving route is deleted. If there is a driving route with an estimated mileage less than the calculated mileage, it indicates that the driving route may guarantee timely charging of the vehicle, and the driving route is determined as the initial screening charging route.

[0113] Congestion prediction is performed on the initial screening charging paths based on the current battery status information and real-time road information, and the remaining power percentage value of the vehicle when it arrives at the charging station corresponding to each initial screening charging path is obtained, which is compared with the predefined vehicle permitted remaining power percentage value. If the remaining power percentage value is less than or equal to the vehicle permitted remaining power percentage value, the initial screening charging path is eliminated; if the remaining power percentage value is greater than the vehicle permitted remaining power percentage value, the initial screening charging path is marked as a re-screening charging path.

[0114] Perform efficiency analysis on the charging stations corresponding to the re-screened charging paths to obtain the total number of idle charging piles in the charging stations corresponding to the re-screened charging paths. Arrange the total number of idle charging piles in the charging stations corresponding to the re-screened charging paths in descending order, and select the re-screened charging path with the highest total number of idle charging piles in the screening charging station as the charging path for the vehicle.

[0115] Based on the initial screening of charging paths, further optimization is carried out to weaken the impact of road congestion, obtain the re-screening charging path, sort and screen the re-screening charging path to obtain the final charging path for the vehicle, and avoid the risk of multiple charging due to improper selection of charging paths as much as possible, reduce charging time and energy consumption, and improve energy utilization efficiency.

[0116] As an achievable method, congestion prediction is performed on the primary screening charging path according to the current battery status information and the real-time road information to obtain the secondary screening charging path, specifically including: determining at least one preferred section and the length of at least one preferred section in the primary screening charging path according to the real-time road information;

[0117] Obtaining a time point when the vehicle arrives at at least one preferred road section as a reference time point, and a historical average driving speed of the vehicle passing through at least one preferred road section within the reference time point;

[0118] Obtaining an estimated total driving time of the initially screened charging path according to the length of at least one preferred road section, the historical average driving speed, and the preset delay time;

[0119] The re-screening charging path is determined based on the current battery status information, historical average driving speed, estimated total driving time and preset vehicle remaining power percentage threshold.

[0120] The initial screening charging path consists of at least one preferred section. The preferred section is a section that the vehicle may choose to travel on when encountering an emergency. If the original path is smooth, the original path is used as the initial screening charging path and only includes a preferred section of the original path.

[0121] At least one preferred section and the length of at least one preferred section in the initial screening charging path are obtained from the real-time road information, and the time point when the vehicle arrives at at least one preferred section is obtained through the intelligent monitoring device equipped on the vehicle terminal, and the time point is used as the reference time point of at least one preferred section. If at least one preferred section includes multiple preferred sections, namely the first preferred section, the second preferred section, ..., the i-th preferred section. At this time, it is necessary to obtain the time point when the vehicle arrives at each section respectively, and use the time point as the reference time point of its corresponding section.

[0122] The historical average driving speed is the average driving speed of at least one preferred section in the initial screening charging path at the same time point as the reference time point of at least one preferred section in each historical monitoring day. The daily average driving speed of at least one preferred section in the initial screening charging path at the same time point as the reference time point of at least one preferred section in each historical monitoring day is extracted from the vehicle terminal, and the average is calculated based on the number of historical monitoring days and the daily average driving speed to obtain the historical average driving speed.

[0123] According to the length of the first preferred section, the historical average driving speed and the preset delay time, the estimated driving time of the first preferred section of the nth initially screened charging path is calculated by formula (6):

[0124]

[0125] Among them, L1 n represents the length of the first preferred section in the nth primary screening charging path, V1 n represents the historical average driving speed of the first preferred section in the nth initial screening charging path, τ1 n Indicates the preset delay time of the first preferred section in the nth primary screening charging path.

[0126] According to formula (6), the estimated driving time from the second section to the i-th section in each preliminary screening charging path is calculated respectively, and the estimated driving time from the first preferred section to the i-th preferred section is added together to obtain the estimated total driving time of each preliminary screening charging path.

[0127] The re-screening charging path is determined based on the current battery status information, the historical average driving speed, the estimated total driving time, and the preset vehicle remaining power percentage threshold. Specifically, the remaining power percentage value of the vehicle arriving at the charging station corresponding to the initial screening charging path is determined based on the current battery status information, the historical average driving speed, and the estimated total driving time; the re-screening charging path is determined based on the remaining power percentage value and the preset vehicle remaining power percentage value threshold.

[0128] The current battery status information may also include the actual power percentage value and the effective battery capacity updated in real time. Based on the current battery status information, the historical average driving speed and the estimated total driving time, the remaining power percentage value of the vehicle when it arrives at the charging station corresponding to the nth primary screening charging path is calculated by formula (7):

[0129]

[0130] Among them, C 实际 Indicates the actual power percentage value, V ni represents the historical average driving speed of the i-th preferred section in the n-th initial screening charging path, represents the estimated total driving time of the nth primary screening charging path, C base represents the vehicle benchmark energy consumption rate stored in the vehicle terminal, C(T) represents the effective capacity of the battery, and C adj Indicates the preset adjustment factor.

[0131] The preset adjustment factor is a multiplier used to correct or adapt to specific situations. It reflects the difference between actual conditions and standard test conditions. For adverse conditions, such as high-speed driving, cold weather, etc., this coefficient is greater than 1. For favorable conditions, such as slow driving, ideal climate, etc., this coefficient is less than 1.

[0132] The preset vehicle remaining power percentage value threshold is a predefined vehicle permitted remaining power percentage value. If the remaining power percentage value is less than or equal to the preset vehicle remaining power percentage value threshold, the primary screening charging path is eliminated; if the remaining power percentage value is greater than the preset vehicle remaining power percentage value threshold, the primary screening charging path is marked as a re-screening charging path.

[0133] As a feasible method, the efficiency of the charging stations corresponding to the re-screened charging paths is analyzed to obtain the charging paths of the vehicles, including:

[0134] Obtain the estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path, as well as the current charging information of the charging station corresponding to the re-screened charging path;

[0135] Determine the number of idle charging piles in the charging station corresponding to the re-screened charging path according to the estimated time and the current charging information of the charging station corresponding to the re-screened charging path;

[0136] According to the number of idle charging piles in the charging station corresponding to the re-screened charging path, the charging path of the vehicle is obtained.

[0137] Among them, the current charging information is the charging information of each charging pile in the charging station at the current time, which may include the current number of idle charging piles in the charging station and the estimated remaining charging time of the working charging piles.

[0138] The process of obtaining the estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path includes: obtaining the estimated mileage of the re-screened charging path, the actual power percentage value of the vehicle at the current battery temperature value, and the speed test information of the vehicle;

[0139] Determine at least one available remaining power percentage value interval according to the actual power percentage value and the multiple remaining power percentage value intervals;

[0140] The estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path is determined based on the estimated mileage of the re-screened charging path and the maximum driving speed corresponding to at least one available remaining power percentage value interval.

[0141] The estimated mileage of the re-screened charging route is obtained through the GPS positioning system. The speed test information is the speed test data of the vehicle model corresponding to the vehicle. The speed test information includes multiple remaining power percentage value intervals and the maximum driving speed corresponding to each remaining power percentage value interval, as shown in Table 1:

[0142] Table 1

[0143] Remaining power percentage range (%) Maximum driving speed (km / h) 91-100 120 81-90 115 71-80 110 61-70 105 51-60 100 41-50 95 31-40 90 21-30 85 11-20 80 1-10 75

[0144] From the multiple remaining power percentage value intervals, find the remaining power percentage value interval that contains or does not exceed the actual power percentage value to determine it as the available remaining power percentage value interval, and extract the maximum driving speed corresponding to at least one available remaining power percentage value interval. Exemplarily, if the actual power percentage value of the vehicle is 86%, the remaining power percentage value interval 81-90 in the above Table 1 and all the remaining power percentage value intervals under the column of the remaining power percentage value interval 81-90 are collectively referred to as the available remaining power percentage value interval.

[0145] The estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path is determined based on the estimated mileage of the re-screened charging path and the maximum driving speed corresponding to at least one available remaining power percentage value interval.

[0146] Divide the estimated mileage of the re-screened charging path by the maximum driving speed corresponding to each available remaining power percentage value interval to obtain at least one time value, add the at least one time value and divide it by the number of available remaining power percentage value intervals to obtain the estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path.

[0147] As a feasible method, according to the estimated time and the current charging information of the charging station corresponding to the re-screened charging path, the number of idle charging piles in the charging station corresponding to the re-screened charging path is determined, including:

[0148] Obtain the current time of the vehicle at its current location, and determine the estimated time point when the vehicle will arrive at the charging station corresponding to the re-screened charging path based on the current time and the estimated time;

[0149] Determine the total number of idle charging piles in the charging station corresponding to the re-screened charging path according to the estimated time point and the current charging information of the charging station corresponding to the re-screened charging path;

[0150] Obtain the historical charging pile usage rate of the charging station corresponding to the re-screened charging path, and determine the estimated number of charging piles used by the vehicle to reach the charging station corresponding to the re-screened charging path within the estimated time based on the historical charging pile usage rate and the estimated time;

[0151] According to the total number of idle charging piles in the charging station corresponding to the re-screened charging path and the expected number of charging piles in use, the number of idle charging piles in the charging station corresponding to the re-screened charging path is obtained.

[0152] The current time and the estimated time are added together to obtain the estimated time point when the vehicle arrives at the charging station corresponding to the re-screened charging path.

[0153] Based on the estimated time point and the current charging information of the charging station corresponding to the re-screened charging path, the total number of idle charging piles in the charging station corresponding to the re-screened charging path is determined, wherein the current charging information includes the current number of idle charging piles in the charging station and the estimated remaining charging time of the working charging piles.

[0154] Specifically, according to the estimated remaining charging time of the working charging pile and the current time, determine the charging completion time point of the working charging pile in the charging station corresponding to the re-screened charging path;

[0155] According to the estimated time point and the charging completion time point, determine the number of working charging piles to be released when the vehicle arrives at the charging station corresponding to the re-screened charging path;

[0156] According to the current number of idle charging piles in the charging station and the number of released working charging piles, the total number of idle charging piles in the charging station corresponding to the re-screened charging path is determined.

[0157] The estimated remaining charging time of the working charging pile is added to the current time to obtain the charging completion time point of the working charging pile in the charging station corresponding to the re-screened charging path.

[0158] If the estimated time point is after the charging completion time point, the working charging pile will be released and marked as an idle charging pile, and the number of released working charging piles will be counted. If the estimated time point is before the charging completion time point, the working charging pile will continue to be occupied and still marked as a working charging pile.

[0159] The number of currently idle charging piles in the charging station and the number of released working charging piles are added to obtain the total number of idle charging piles in the charging station corresponding to the re-screened charging path.

[0160] The historical charging pile utilization rate is the daily average utilization rate of the charging piles in the charging station corresponding to the re-screened charging path in each historical monitoring day. First, obtain the utilization rate of all charging piles in the charging station corresponding to the re-screened charging path in each historical monitoring day, calculate the average utilization rate of all charging piles, and obtain the average utilization rate of charging piles in each day of the historical monitoring week of the charging station corresponding to the re-screened charging path. Compare the average utilization rate of charging piles in each day of the historical monitoring week with the current day in the monitoring week to obtain the daily average utilization rate. Multiply the historical charging pile utilization rate by the estimated time to obtain the estimated number of charging piles used by the vehicle arriving at the charging station corresponding to the re-screened charging path within the estimated time.

[0161] The total number of idle charging piles in the charging station corresponding to the re-screened charging path is subtracted from the expected number of charging piles in use to obtain the number of idle charging piles in the charging station corresponding to the re-screened charging path.

[0162] It should be understood that although Figure 2The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in the application, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Moreover, Figure 2 At least part of the steps may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0163] Figure 3 A schematic diagram of a device provided in an embodiment of the present application, which can be arranged in Figure 1 The vehicle terminal 110 in the system shown is used to perform the following operations: Figure 2 The method flow shown in Figure 3 As shown, the device may include: an acquisition module 310, a determination module 320, a judgment module 330 and a planning module 340. The main functions of each component module are as follows:

[0164] The acquisition module 310 is used to acquire the current battery status information of the vehicle battery, the vehicle driving information and the real-time road information, wherein the current battery status information includes the current remaining power percentage value and the current battery temperature value, and the vehicle driving information includes the distance mileage between the vehicle's current location and the driving destination;

[0165] The determination module 320 is used to determine the calculated mileage of the vehicle at the current battery temperature value according to the current remaining power percentage value and the current battery temperature value;

[0166] A determination module 330 is used to determine whether the vehicle needs to be charged based on the calculated driving mileage and distance mileage;

[0167] The planning module 340 is used to plan a charging route for the vehicle in response to the need for charging of the vehicle based on the calculated mileage, current battery status information and real-time road information.

[0168] As an achievable method, it is characterized in that the determination module 320 is specifically used to: determine the effective battery capacity of the vehicle at the current battery temperature based on the pre-calibrated battery capacity loss rate, the optimal battery operating temperature, the optimal battery nominal capacity and the current battery temperature value; determine the actual power percentage value of the vehicle at the current battery temperature based on the battery effective capacity, the current remaining power percentage value and the optimal nominal capacity of the battery; determine the calculated mileage of the vehicle at the current battery temperature based on the actual power percentage value, the preset reference mileage, the battery effective capacity and the power energy consumption rate.

[0169] As an implementable manner, the determination module 320 is specifically used to: determine a first calculated mileage of the vehicle at a current battery temperature value based on an actual power percentage value and a preset reference mileage; determine a second calculated mileage of the vehicle at a current battery temperature based on an effective battery capacity, an actual power percentage value, and a power energy consumption rate; determine a calculated mileage of the vehicle at a current battery temperature based on the first calculated mileage and the second calculated mileage.

[0170] As a feasible method, the planning module 340 is specifically used to: determine the driving path and estimated mileage of the vehicle between the current position and each charging station within a preset range based on real-time road information; determine the initial screening charging path in the driving path of the vehicle between the current position and each charging station within the preset range based on the calculated mileage and the estimated mileage; predict congestion of the initial screening charging path based on the current battery status information and real-time road information to obtain a re-screening charging path; perform efficiency analysis on the charging stations corresponding to the re-screening charging path to obtain the charging path of the vehicle.

[0171] As an achievable method, the planning module 340 is specifically used to: determine at least one preferred section and the length of at least one preferred section in the initial screening charging path based on real-time road information; obtain the time point when the vehicle arrives at at least one preferred section as a reference time point, and the historical average driving speed of the vehicle when it passes through at least one preferred section within the reference time point; obtain the estimated total driving time of the initial screening charging path based on the length of at least one preferred section, the historical average driving speed and the preset delay time; determine the re-screening charging path based on the current battery status information, the historical average driving speed, the estimated total driving time and the preset vehicle remaining power percentage threshold.

[0172] As a feasible method, the planning module 340 is specifically used to: determine the remaining power percentage value when the vehicle arrives at the charging station corresponding to the initial screening charging path based on the current battery status information, the historical average driving speed and the estimated total driving time; determine the re-screening charging path based on the remaining power percentage value and the preset vehicle remaining power percentage value threshold.

[0173] As a feasible method, the planning module 340 is specifically used to: obtain the estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path, and the current charging information of the charging station corresponding to the re-screened charging path; determine the number of idle charging piles in the charging station corresponding to the re-screened charging path based on the estimated time and the current charging information of the charging station corresponding to the re-screened charging path; and obtain the charging path of the vehicle based on the number of idle charging piles in the charging station corresponding to the re-screened charging path.

[0174] As an achievable method, the acquisition module 310 is also used to: obtain the estimated mileage of the re-screened charging path, the actual power percentage value of the vehicle at the current battery temperature value, and the speed test information of the vehicle, the speed test information including multiple remaining power percentage value intervals and the maximum driving speed corresponding to each remaining power percentage value interval; determine at least one available remaining power percentage value interval based on the actual power percentage value and the multiple remaining power percentage value intervals; determine the estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path based on the estimated mileage of the re-screened charging path and the maximum driving speed corresponding to at least one available remaining power percentage value interval.

[0175] According to an achievable method in the embodiments of the present application, the planning module 340 is specifically used to: obtain the current time of the vehicle at its current location, and determine the estimated time point when the vehicle arrives at the charging station corresponding to the re-screening charging path based on the current time and the estimated time; determine the total number of idle charging piles in the charging station corresponding to the re-screening charging path based on the estimated time point and the current charging information of the charging station corresponding to the re-screening charging path; obtain the historical charging pile utilization rate of the charging station corresponding to the re-screening charging path, and determine the estimated number of charging piles used by the vehicle at the charging station corresponding to the re-screening charging path within the estimated time based on the historical charging pile utilization rate and the estimated time; obtain the number of idle charging piles in the charging station corresponding to the re-screening charging path based on the total number of idle charging piles in the charging station corresponding to the re-screening charging path and the estimated number of charging piles used.

[0176] As a feasible method, the current charging information includes the current number of idle charging piles in the charging station and the estimated remaining charging time of the working charging piles; the planning module 340 is specifically used to: determine the charging completion time point of the working charging piles in the charging station corresponding to the re-screening charging path according to the estimated remaining charging time of the working charging piles and the current time; determine the number of released working charging piles when the vehicle arrives at the charging station corresponding to the re-screening charging path according to the estimated time point and the charging completion time point; determine the total number of idle charging piles in the charging station corresponding to the re-screening charging path according to the current number of idle charging piles in the charging station and the released number of working charging piles.

[0177] It is understood that the implementation of any method or product of the present application does not necessarily require all of the advantages described above to be achieved at the same time.

[0178] The same or similar parts between the above embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0179] According to an embodiment of the present application, the present application also provides a computer device and a computer-readable storage medium.

[0180] like Figure 4 , is a block diagram of a computer device according to an embodiment of the present application. The computer device is intended to represent various forms of digital computers or mobile devices. The digital computer may include a desktop computer, a portable computer, a workbench, a personal digital assistant, a server, a mainframe computer, and other suitable computers. The mobile device may include a tablet computer, a smart phone, a wearable device, etc.

[0181] like Figure 4 As shown, computer device 400 includes computing unit 401, ROM 402, RAM 403, bus 404, and input / output (I / O) interface 405, and computing unit 401, ROM 402, and RAM 403 are connected to each other through bus 404. Input / output (I / O) interface 405 is also connected to bus 404.

[0182] The computing unit 401 can perform various processes in the method embodiment of the present application according to the computer instructions stored in the read-only memory (ROM) 402 or the computer instructions loaded from the storage unit 408 to the random access memory (RAM) 403. The computing unit 401 can be various general and / or special processing components with processing and computing capabilities. The computing unit 401 may include, but is not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. In some embodiments, the method provided in the embodiment of the present application can be implemented as a computer software program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 408.

[0183] RAM 403 may also store various programs and data required for the operation of computer device 400. Part or all of the computer program may be loaded and / or installed on computer device 400 via ROM 402 and / or communication unit 409.

[0184] The input unit 406, output unit 407, storage unit 408 and communication unit 409 in the computer device 400 can be connected to the I / O interface 405. The input unit 406 can be, for example, a keyboard, a mouse, a touch screen, a microphone, etc. The output unit 407 can be, for example, a display, a speaker, an indicator light, etc. The computer device 400 can exchange information, data, etc. with other devices through the communication unit 409.

[0185] It should be noted that the device may also include other components necessary for normal operation, or may only include components necessary for implementing the solution of the present application, rather than all the components shown in the figure.

[0186] Various implementations of the systems and techniques described herein can be realized in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof.

[0187] The computer instructions for implementing the method of the present application can be written in any combination of one or more programming languages. These computer instructions can be provided to the computing unit 401, so that when the computer instructions are executed by the computing unit 401 such as a processor, the steps involved in the method embodiment of the present application are executed.

[0188] The computer-readable storage medium provided in the present application may be a tangible medium that may contain or store computer instructions for executing the steps involved in the method embodiments of the present application. The computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, and other forms of storage media.

[0189] The above specific implementations do not constitute a limitation on the protection scope of this application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of this application should be included in the protection scope of this application.

Claims

1. A charging path planning method, characterized in that: The method comprises: Acquire current battery status information of the vehicle battery, vehicle driving information and real-time road information, wherein the current battery status information includes a current remaining power percentage value and a current battery temperature value, and the vehicle driving information includes a distance mileage between the vehicle's current location and a driving destination; Determining a calculated mileage of the vehicle at the current battery temperature value according to the current remaining power percentage value and the current battery temperature value; Determining whether the vehicle needs to be charged according to the calculated mileage and the distance mileage; In response to the vehicle needing to be charged, a charging route for the vehicle is planned based on the calculated mileage, the current battery status information, and the real-time road information.

2. The method according to claim 1, characterized in that: The step of determining the calculated mileage of the vehicle at the current battery temperature value according to the current remaining power percentage value and the current battery temperature value includes: Determining the effective battery capacity of the vehicle at the current battery temperature according to a pre-calibrated battery capacity loss rate, a battery optimal operating temperature, a battery optimal nominal capacity and the current battery temperature value; Determining an actual power percentage value of the vehicle at the current battery temperature according to the battery effective capacity, the current remaining power percentage value and the battery optimal nominal capacity; The calculated mileage of the vehicle at the current battery temperature is determined based on the actual power percentage value, the preset reference mileage, the battery effective capacity and the power consumption rate.

3. The method according to claim 2, characterized in that The step of determining the calculated mileage of the vehicle at the current battery temperature according to the actual power percentage value, the preset reference mileage, the battery effective capacity, and the power consumption rate includes: Determining a first calculated mileage of the vehicle at the current battery temperature value according to the actual power percentage value and the preset reference mileage; Determine a second calculated mileage of the vehicle at the current battery temperature according to the battery effective capacity, the actual power percentage value, and the power consumption rate; The calculated mileage of the vehicle at the current battery temperature is determined according to the first calculated mileage and the second calculated mileage.

4. The method according to claim 1, characterized in that: The step of planning a charging path for the vehicle according to the calculated mileage, the current battery status information and the real-time road information includes: Determine the driving path and estimated mileage of the vehicle between the current location and each charging station within a preset range according to the real-time road information; Determining a preliminarily screened charging path between the vehicle's current location and the driving paths of each charging station within a preset range according to the calculated mileage and the estimated mileage; Performing congestion prediction on the primary screening charging path according to the current battery status information and the real-time road information to obtain a secondary screening charging path; Efficiency analysis is performed on the charging stations corresponding to the re-screened charging paths to obtain the charging path of the vehicle.

5. The method according to claim 4, characterized in that The performing congestion prediction on the primary screening charging path according to the current battery status information and the real-time road information to obtain the secondary screening charging path includes: Determine at least one preferred section in the primary screening charging path and the length of the at least one preferred section according to the real-time road information; Acquire the time point when the vehicle arrives at the at least one preferred road section as a reference time point, and the historical average driving speed of the vehicle when it passes through the at least one preferred road section within the reference time point; Obtaining an estimated total driving time of the initially screened charging path according to the length of the at least one preferred road section, the historical average driving speed, and a preset delay time; The re-screening charging path is determined based on the current battery status information, the historical average driving speed, the estimated total driving time and a preset vehicle remaining power percentage threshold.

6. The method according to claim 5, characterized in that The step of determining the re-screening charging path according to the current battery status information, the historical average driving speed, the estimated total driving time, and a preset vehicle remaining power percentage threshold comprises: Determine the remaining power percentage value of the vehicle when it arrives at the charging station corresponding to the primary screening charging path according to the current battery status information, the historical average driving speed and the estimated total driving time; A re-screened charging path is determined based on the remaining power percentage value and a preset vehicle remaining power percentage value threshold.

7. The method according to claim 4, characterized in that The performing efficiency analysis on the charging stations corresponding to the re-screened charging paths to obtain the charging paths of the vehicles includes: Obtaining an estimated time for the vehicle to arrive at a charging station corresponding to the re-screened charging path, and current charging information of the charging station corresponding to the re-screened charging path; Determine the number of idle charging piles in the charging station corresponding to the re-screened charging path according to the estimated time and the current charging information of the charging station corresponding to the re-screened charging path; The charging path of the vehicle is obtained according to the number of idle charging piles in the charging station corresponding to the re-screened charging path.

8. The method according to claim 7, characterized in that The obtaining of the estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path includes: Obtaining the estimated mileage of the re-screened charging path, the actual battery percentage value of the vehicle at the current battery temperature value, and the speed test information of the vehicle, the speed test information including a plurality of remaining battery percentage value intervals and the maximum driving speed corresponding to each remaining battery percentage value interval; Determining at least one available remaining power percentage value interval according to the actual power percentage value and the multiple remaining power percentage value intervals; The estimated time for the vehicle to arrive at the charging station corresponding to the re-screened charging path is determined based on the estimated mileage of the re-screened charging path and the maximum driving speed corresponding to the at least one available remaining power percentage value interval.

9. The method according to claim 7, characterized in that: The determining, according to the estimated time and the current charging information of the charging station corresponding to the re-screened charging path, the number of idle charging piles in the charging station corresponding to the re-screened charging path comprises: Obtaining the current time of the vehicle at the current location, and determining the estimated time point when the vehicle arrives at the charging station corresponding to the re-screened charging path according to the current time and the estimated time; Determine the total number of idle charging piles in the charging station corresponding to the re-screened charging path according to the estimated time point and the current charging information of the charging station corresponding to the re-screened charging path; Obtaining a historical charging pile usage rate of the charging station corresponding to the re-screened charging path, and determining an estimated number of charging piles to be used for the vehicle to reach the charging station corresponding to the re-screened charging path within the estimated time according to the historical charging pile usage rate and the estimated time; According to the total number of idle charging piles in the charging station corresponding to the re-screened charging path and the estimated number of the charging piles in use, the number of idle charging piles in the charging station corresponding to the re-screened charging path is obtained.

10. The method according to claim 9, characterized in that The current charging information includes the number of idle charging piles in the charging station and the estimated remaining charging time of the working charging piles; the total number of idle charging piles in the charging station corresponding to the re-screened charging path is determined according to the estimated time point and the current charging information of the charging station corresponding to the re-screened charging path, including: Determine the charging completion time point of the working charging pile in the charging station corresponding to the re-screened charging path according to the estimated remaining charging time of the working charging pile and the current time; According to the estimated time point and the charging completion time point, determining the number of released working charging piles when the vehicle arrives at the charging station corresponding to the re-screened charging path; The total number of idle charging piles in the charging station corresponding to the re-screened charging path is determined according to the current number of idle charging piles in the charging station and the released number of the working charging piles.

11. A charging path planning device, characterized in that: The device comprises: An acquisition module, used to acquire current battery status information of the vehicle battery, vehicle driving information and real-time road information, wherein the current battery status information includes a current remaining power percentage value and a current battery temperature value, and the vehicle driving information includes a distance mileage between the vehicle's current location and a driving destination; a determination module, configured to determine, based on the current remaining power percentage value and the current battery temperature value, the calculated mileage of the vehicle at the current battery temperature value; A judgment module, used for judging whether the vehicle needs to be charged according to the calculated mileage and the distance mileage; A planning module is used to plan a charging route for the vehicle in response to the vehicle needing to be charged, based on the calculated mileage, the current battery status information and the real-time road information.

12. A computer device comprising: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores computer instructions that can be executed by the at least one processor, and the computer instructions are executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1 to 10.

13. A computer-readable storage medium having computer instructions stored thereon, characterized in that: The computer instructions are used to make a computer execute the method according to any one of claims 1 to 10.

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