Path planning method and system for charging pile and readable storage medium

Abstract

The invention relates to the field of charging piles, and provides a path planning method for a charging pile in order to solve the problem that the current path planning method for the charging pile may cause the increase of time for a user to go to a destination, and the method comprises the steps: S100, obtaining first position information, second position information, a first charging feature and a second charging feature; s200, comparing the first charging feature with the second charging feature, and screening available charging piles; and S300, screening a recommended charging pile from the available charging piles at least through analysis of the position information of the available charging piles, the first position information and the destination position information, and planning a driving path according to the position information of the recommended charging pile and the first position information. When path planning is carried out, the destination position information of the to-be-charged object is increased, the time from the charging pile to the destination is considered, in the path planning, charging convenience is ensured, it is also ensured that the charging path does not deviate from the original advancing path as far as possible, and the time for going to the destination is shortened.

Description

Technical Field

[0001] The present invention relates to the field of charging piles, and in particular to a path planning method, system and readable storage medium for charging piles. Background Art

[0002] With the development of society, the global economy is showing a trend of transformation towards low-carbon and environmental protection. Among them, the development of new energy vehicles is one of the key forces of transformation. One of the technical difficulties currently faced by new energy vehicles is the battery life, charging speed and safety. At present, charging piles are often used to provide power for electric vehicles or electric vehicles. Public charging piles are often set up in public places such as shopping malls, parking lots, highway service areas and office buildings. During the driving process of electric vehicles, if the power is insufficient, how to find the most suitable charging pile among many charging piles to charge is a major problem that electric vehicles need to solve.

[0003] The patent with publication number CN118816933A discloses a method for planning the charging and discharging path of an electric vehicle. The method takes into account the travel time, economic benefits, waiting time and service time when planning the path. However, the method does not take into account the original route of the electric vehicle when planning the path. The path planning is not reasonable enough, which may increase the time it takes for users to reach their destination. Summary of the invention

[0004] The purpose of the present invention is to provide a path planning method, system and readable storage medium for a charging pile, so as to solve the problem that the current path planning method for charging piles may increase the time it takes for users to travel to their destination.

[0005] The embodiments of the present invention are implemented by the following technical solutions:

[0006] A path planning method for a charging pile, comprising:

[0007] S100, obtaining the first position information of the location information of the object to be charged, the second position information of the location information of the charging pile in the range area, the first charging feature of the charging feature information of the object to be charged, and the second charging feature of the charging feature information of the charging pile in the range area;

[0008] S200, obtaining available charging piles through screening by using the first charging characteristic and the second charging characteristic;

[0009] S300, selecting a recommended charging pile from the available charging piles by at least analyzing the location information of the available charging piles, the first location information and the destination location information, and then planning a driving route according to the location information of the recommended charging piles and the first location information.

[0010] Preferably, the first charging feature includes: charging power and adapter interface type; the second charging feature includes: interface power and interface type;

[0011] The screening operation in step S200 includes: comparing the charging power with the interface power, and comparing the adapter interface type with the interface type. When the interface power of the charging pile is greater than the charging power of the object to be charged and the interface type of the charging pile is consistent with the adapter interface type of the object to be charged, the corresponding charging pile is marked as an available charging pile.

[0012] Preferably, the second charging feature further includes: the remaining charging time of the load interface;

[0013] The comparison operations in S200 include:

[0014] D100, preliminarily screen the available charging piles based on the power and interface matching relationship between the charging pile and the object to be charged;

[0015] D200, according to whether there is an interface in an available state in the current state, the marked available charging piles are divided into directly available charging piles and indirectly available charging piles. The directly available charging piles are those that can charge the object to be charged in the current state, and the indirectly available charging piles are those that can charge the object to be charged after charging of a certain interface is completed;

[0016] D300. Obtain an estimated arrival time T1 according to the first location information and the location information of the indirectly available charging pile; obtain a remaining charging time T2 of the load interface on the indirectly available charging pile, and when T1 ≥ T2, the indirectly available charging pile is classified as a final available charging pile.

[0017] Preferably, the first charging feature also includes: the remaining power can maintain a distance length S1; D200 also includes: obtaining the distance length S2 required to reach the charging point based on the comparison between the location information of the initially screened available charging piles and the first location information, and when S2≥α*S1, the initially screened available charging piles are classified as unavailable charging piles, α is a preset constant, α<1.

[0018] Preferably, S300 further includes: obtaining the current driving route L1 of the object to be charged, the driving route L2 of the object to be charged to the available charging pile, calculating the path deviation μ between L1 and L2, and selecting one or several available charging piles with the lowest path deviation as recommended charging piles.

[0019] Preferably, the calculation method of the path deviation μ includes:

[0020] Get the location information of all intersections on L2 and calculate the shortest distance D between them and L1 n , and finally get the first deviation factor a;

[0021] D irepresents the shortest distance between the point on L2 representing the i-th intersection and the curve L1;

[0022] in D n represents the shortest distance between the point on L2 representing the nth intersection and the curve L1;

[0023] Get the shortest distance b between the end point of L2 and L1, where b is the second deviation factor;

[0024] Path deviation μ = ρ 1 a+ρ 2 b, ρ 1 is the weight coefficient of the first deviation factor a, ρ 2 is the weight coefficient of the second deviation factor b, 0≤ρ 1 ≤1,0≤ρ 2 ≤1.

[0025] Preferably, when there are multiple parking spots on the L1 path, the calculation method of the path deviation μ further includes: obtaining a distance c between the end point of L2 and the nearest parking spot on L1, where c is a third deviation factor;

[0026] μ=ρ 1 a+ρ 2 b+ρ 3 c, ρ 3 is the weight coefficient of the first deviation factor c, 0≤ρ 3 ≤1.

[0027] Preferably, the second charging feature also includes: a reservation queue. When the interfaces of the charging pile are all in a load state or a reservation state, the charging pile is classified as an unavailable charging pile.

[0028] A path planning system comprises a microprocessor and a memory connected to each other, wherein the microprocessor is programmed or configured to execute the path planning method.

[0029] A computer-readable storage medium stores a computer program, wherein the computer program is used to be programmed or configured by a microprocessor to execute the path planning method.

[0030] The present invention has at least the following beneficial effects:

[0031] When performing path planning, the present invention not only takes into account the current location of the object to be charged and the location of the available charging piles as influencing factors, but also adds the destination location information of the object to be charged. Therefore, at least the time required to reach the charging pile needs to be considered, and the time from the charging pile to the destination also needs to be considered. In terms of path planning, the convenience of charging is ensured, and the charging path is ensured to not deviate from the original route as much as possible, thereby reducing the time used to reach the destination. DETAILED DESCRIPTION

[0032] In order to make the purpose, method scheme and advantages of the embodiments of the present invention clearer, the method scheme in the embodiments of the present invention is clearly and completely described. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0033] With the development of society, the global economy is showing a trend of transformation towards low-carbon and environmental protection. Among them, the development of new energy vehicles is one of the key forces of transformation. One of the technical difficulties currently faced by new energy vehicles is the battery life, charging speed and safety. At present, charging piles are often used to provide power for electric vehicles or electric vehicles. Public charging piles are often set up in public places such as shopping malls, parking lots, highway service areas and office buildings. During the driving process of electric vehicles, if the power is insufficient, how to find the most suitable charging pile among many charging piles to charge is a major problem that electric vehicles need to solve.

[0034] At present, when electric vehicles are looking for charging piles, most of them simply use distance, price or waiting time as the main factors affecting their selection, without considering too much the destination that the electric vehicle needs to go to and the stations that must be passed along the way. In order to make the route to charging more reasonable and reduce the total driving time of electric vehicles, the applicant has made improvements based on the existing technology, as shown in the following embodiments.

[0035] Embodiment 1: A path planning method for a charging pile, comprising:

[0036] S100, obtaining the first position information of the location information of the object to be charged, the second position information of the location information of the charging pile in the range area, the first charging feature of the charging feature information of the object to be charged, and the second charging feature of the charging feature information of the charging pile in the range area;

[0037] S200, screening available charging piles by comparing the first charging feature with the second charging feature;

[0038] S300, selecting a recommended charging pile from the available charging piles by at least analyzing the location information of the available charging piles, the first location information and the destination location information, and then planning a driving route according to the location information of the recommended charging piles and the first location information.

[0039] In a specific implementation process, the object to be charged may be an electric vehicle or an electric car, etc. The range in the location information of the charging pile in the range area may be the driving distance from the object to be charged, or the straight-line distance from the object to be charged.

[0040] Exemplarily, obtaining the second location information refers to obtaining the location information of the charging pile within a radius of 5 km with the object to be charged as the center.

[0041] Exemplarily, obtaining the second location information refers to obtaining the location information of a charging pile with a driving distance of 5 km from the object to be charged.

[0042] Taking electric vehicles as an example, in the specific path planning process, the location information of the electric vehicle can be obtained first. If the electric vehicle is in the process of driving, only the first location information when the path planning instruction is received can be obtained. Then, based on the first location information, a preset range is searched, such as a charging pile within a radius of 5 kilometers, and the location information and charging characteristics of the charging pile are obtained. Then, through the matching relationship or analysis and judgment between the first charging characteristic and the second charging characteristic, the available charging pile is preliminarily selected, such as whether the interface power of the charging pile is greater than the charging power of the electric vehicle, whether the interface type of the charging pile is suitable for the electric vehicle, etc. Finally, a comprehensive judgment is made based on the distance between the available charging pile and the object to be charged and the distance between the available charging pile and the destination, such as obtaining the recommendation value score of each available charging pile, and screening out one or more recommended charging piles.

[0043] For example, when only one recommended charging pile is selected, the control terminal of the electric vehicle displays information such as the route to the recommended charging pile, the estimated driving time, the estimated charging time, and the estimated cost. After the user clicks to confirm, the user can navigate to the corresponding charging pile.

[0044] Exemplarily, when the screening result is a plurality of recommended charging piles, the relevant information of each charging pile is displayed on the control terminal of the electric vehicle, and the user screens the final charging pile and plans the driving route.

[0045] Exemplarily, two preference modes can be provided: when the distance between the object to be charged and the charging pile is used as a preference and the recommended charging piles are filtered, the distance between the object to be charged and the charging pile has a greater influence on the score of the recommendation value; when the distance between the charging pile and the destination is used as a preference and the recommended charging piles are filtered, the distance between the charging pile and the destination has a greater influence on the score of the recommendation value.

[0046] Embodiment 2: In order to increase the number of available charging piles and improve the adaptability of the final screening result, an improvement is made on the basis of Embodiment 1, wherein the second charging feature further includes: the remaining charging time of the load interface;

[0047] The screening operation in S200 includes:

[0048] D100, comparing the charging power with the interface power, and comparing the adapter interface type with the interface type. When the interface power of the charging pile is greater than the charging power of the object to be charged and the interface type of the charging pile is consistent with the adapter interface type of the object to be charged, the corresponding charging pile is marked as an available charging pile;

[0049] D200, according to whether there is an interface in an available state at the current moment, the marked available charging piles are divided into directly available charging piles and indirectly available charging piles. The directly available charging piles can charge the object to be charged in the current state, and the indirectly available charging piles can charge the object to be charged after charging of a certain interface is completed;

[0050] D300. According to the first location information and the location information of the indirectly available charging pile, obtain the estimated time T1 for reaching the charging point; obtain the remaining charging time T2 of the load interface on the indirectly available charging pile. When T1 ≥ T2, the indirectly available charging pile is classified as the final available charging pile.

[0051] During the specific implementation process, the load interface refers to the interface in the charging state. The acquisition of T1 can refer to or use the estimated driving time acquisition method of the existing navigation system. Since it takes time for the object to be charged to go to the charging pile, some charging piles may be unavailable when the path planning instruction is issued. However, in the process of going to their location, one or some electric vehicles are fully charged, freeing up available charging interfaces. Therefore, when screening charging piles, this embodiment classifies the charging piles that can be directly used at present as available charging piles, and then obtains the remaining charging time of the interfaces of other initially screened charging piles. If the remaining usage time is less than or equal to the time for the object to be charged to go to the charging pile, these charging piles are also classified as available charging piles, and then the recommended charging piles are obtained through the relevant operations of S300.

[0052] Exemplarily, when the user expects to need to charge near a certain location, the control terminal of the electric vehicle initiates a route planning instruction based on the preset location to select, reserve and plan the route of the recommended charging pile. In the aforementioned scenario, since the user is charging for reservation, the battery in the current state may be in a state of sufficient power, and the time spent on going to the recommended charging pile may be much longer than the electric vehicle that needs to be charged in time. Therefore, during the period of going to the recommended charging pile, a large number of charging interfaces will be converted from the use state to the waiting state. Therefore, after indirect available charging piles are included in the screening range in the S300 operation, this embodiment can greatly improve the adaptability of the final result and shorten the total travel time of the user.

[0053] Example 3: In order to further make the screened recommended charging piles meet user expectations and actual conditions, improvements are made on the basis of Example 2, and the first charging feature also includes: the remaining power can maintain a distance length S1; D200 also includes: the distance length S2 required to reach the charging point is obtained based on the comparison of the location information of the initially screened available charging piles with the first location information, and when S2≥α*S1, the available charging piles initially screened are classified as unavailable charging piles, α is a preset constant, α<1.

[0054] During the specific implementation, α can be set to 0.8. When the user issues a route planning instruction, most electric vehicles are already low on power and need to be charged in time. Therefore, when selecting the best charging pile, it is necessary to consider whether the remaining power of the electric vehicle is sufficient to support it to the charging location. To this end, this embodiment classifies the charging piles that the current power cannot support as unavailable charging piles. In order to ensure that the electric vehicle can smoothly go to all recommended charging piles, this embodiment also sets a safety factor α to avoid the problem that the electric vehicle cannot reach the charging point smoothly due to the increased energy consumption of the electric vehicle going to the recommended charging pile under force majeure.

[0055] Embodiment 4: In order to reduce the conflict between the distance to the recommended charging pile and the original driving route, and to minimize the driving time for the user to reach the destination, improvements are made based on Embodiments 1-3, and S300 also includes: obtaining the current driving route L1 of the object to be charged, the driving route L2 of the object to be charged to the available charging pile, calculating the path deviation μ between L1 and L2, and selecting one or several available charging piles with the lowest path deviation as the recommended charging piles.

[0056] In the specific implementation process, L1 and L2 can be defaulted to curves, and the deviation between the two curves can be calculated using Calculate, where distance(x) represents the mapping function from set A to set B, set A is the set of points on the curve, and set B is the set of the shortest distances from each point on the curve to another curve. Set A can be the set of points on L1, and set B can be the set of the shortest distances from each point on L1 to L2; set A can also be the set of points on L2, and the corresponding set B is the set of the shortest distances from each point on L2 to L1. a and b can be the starting point and end point of the relevant path.

[0057] Embodiment 5: In order to increase the adaptability of the path deviation to the electric vehicle path planning scenario, an improvement is made on the basis of Embodiment 4. The calculation method of the path deviation μ includes:

[0058] Get the location information of all intersections on L2 and calculate the shortest distance D between them and L1 n , and finally get the first deviation factor a;

[0059] D i represents the shortest distance between the point on L2 representing the i-th intersection and the curve L1;

[0060] in D n represents the shortest distance between the point on L2 representing the nth intersection and the curve L1;

[0061] Get the shortest distance b between the end point of L2 and L1, where b is the second deviation factor;

[0062] Path deviation μ = ρ 1 a+ρ 2 b, ρ 1 is the weight coefficient of the first deviation factor a, ρ 2 is the weight coefficient of the second deviation factor b, 0≤ρ 1 ≤1,0≤ρ 2 ≤1.

[0063] In the specific implementation process, 1 , 2 It can be set according to actual situation.

[0064] For example, when an electric vehicle is driving, there are multiple stations that need to be stopped, so the overlap between the path between the electric vehicle and the intermediate station and the path to the recommended charging pile needs to be as high as possible, so ρ 1 Can be relatively large, for example, set to 0.8, ρ 2 Set to 0.2.

[0065] For example, when the electric vehicle has no intermediate station to stop at, the weight of the overlap between the recommended charging pile path to the destination and the initial path can be increased, for example, ρ 1 Set to 0.4, ρ 2 Set to 0.6.

[0066] This embodiment fully considers the path planning needs of users in multiple scenarios, and no longer only considers a single factor to obtain recommended charging piles. Different weight coefficients can be switched according to different scenarios, thereby realizing different path deviation calculation methods.

[0067] For example, two path deviation calculation methods are preset, one is the deviation calculation formula used when the original driving path has no intermediate stop points, and the other is the deviation calculation formula used when the original driving path has intermediate stop points. The user can select different deviation calculation formulas when issuing a path planning instruction, such as displaying a recommended solution selection on the control terminal, Solution 1: intermediate stop mode, Solution 2: destination direct mode.

[0068] Since the deviation degree in this embodiment compares the deviation degree of the driving route, it is somewhat different from the simple calculation of the deviation degree between two curves: when planning a route, the route needs to follow the road distribution and the drivable direction of the road, and the route cannot be changed at any time and place. Therefore, this embodiment does not intercept several points on the path curve to calculate the deviation degree, but mainly calculates the deviation degree at the location where the path can change: the intersection.

[0069] Embodiment 6: In order to make the recommended charging pile location reduce the total driving time of the user to the final destination as much as possible when there are multiple parking spots on the original route, an improvement is made on the basis of Embodiment 5. When there are multiple parking spots on the L1 path, the calculation method of the path deviation μ further includes: obtaining the distance c between the end point of L2 and the nearest parking spot on L1, where c is the third deviation factor;

[0070] Path deviation μ = ρ 1 a+ρ 2 b+ρ 3 c, ρ 3 is the weight coefficient of the first deviation factor c, 0≤ρ 3 ≤1.

[0071] In the specific implementation process, the nearest parking spot on L1 refers to the parking spot between the recommended charging pile and the end point, which is the closest to the recommended charging pile. This embodiment additionally considers the situation that the electric vehicle still needs to stop midway after charging, and adds c to the deviation factor, so that whether the next stop can be reached faster is included in the evaluation consideration of the deviation degree.

[0072] Exemplary, ρ 1 Set to 0.3, ρ 2 Set to 0.3, ρ 3 Set to 0.4.

[0073] Embodiment 7: In order to reasonably enable the reservation function of the charging pile, an improvement is made on the basis of Embodiment 4, and the second charging feature also includes: a reservation queue. When the interfaces of the charging pile are all in a load state or a reservation state, the charging pile is classified as an unavailable charging pile.

[0074] In the specific implementation process, when a user selects a recommended charging pile, the reservation function can be activated and the user can enter the reservation queue. When judging whether an indirectly available charging pile can be classified as a final available charging pile, the usage time of the previous user in the reservation queue can be considered. If the user arrives at the charging location after the previous user has finished using the charging pile, the indirectly available charging pile will be classified as a final available charging pile.

[0075] For example, if the user does not arrive at the charging location within the scheduled time, the terminal can confirm with the user whether to continue to occupy the corresponding charging interface. If the user confirms to occupy it, the corresponding fee can be charged according to the additional occupied time. If the user confirms to give up or does not give instructions for a long time, such as within 5 minutes, the corresponding charging interface status will be changed to the remaining user optional status. Of course, before the user uses the charging interface, the terminal can also give up the reserved occupancy of the charging interface in advance, and the supplier can also charge corresponding compensation fees.

[0076] Embodiment 8: This embodiment provides a path planning system, comprising a microprocessor and a memory connected to each other, wherein the microprocessor is programmed or configured to execute the path planning method.

[0077] Embodiment 9: This embodiment provides a computer-readable storage medium, in which a computer program is stored. The computer program is used to be programmed or configured by a microprocessor to execute the path planning method.

[0078] In summary, when the user needs to charge in time or make an appointment for charging, a path planning instruction is issued at the control terminal, and then the location information of the current location of the object to be charged or the reserved charging place is obtained, and then the charging pile within the preset range is selected according to the first location information, and the power or interface type of the charging pile is matched with the object to be charged, and the available charging piles are screened out. Then, the directly available charging piles and the indirectly available charging piles are screened again among the available charging piles. Among them, the screening of the indirectly available charging piles needs to consider whether there is an interface on the way to the charging pile from the object to be charged because the other users have finished charging or canceled the appointment, etc., and it has become available, and whether the remaining power of the object to be charged can support it to reach the charging point. Finally, one or more recommended charging piles with a smaller path deviation value are selected from the charging piles that have been screened twice by comparing the path deviation. After the user confirms the appointment for the recommended charging pile, path planning begins. At this time, the path planning method is the same as that of the conventional navigation system, and will not be repeated.

[0079] In addition, when issuing route planning instructions, users can choose different deviation calculation methods according to their own circumstances, such as selecting the midway stop mode or the destination direct mode. Users can also set the maximum charging fee they can accept and filter out suppliers with higher fees in the operation steps of S200.

[0080] After the user makes an appointment with the recommended charging pile, the appointment can be canceled at any time before charging. When the user fails to reach the reserved charging pile location on time, the corresponding charging pile sends information to the terminal whether to continue to occupy the reservation interface. After the user confirms, he can continue to go to the reserved charging pile location. If the user deviates from the planned route and does not add a new stop point to the itinerary, a prompt can be issued to confirm whether the user continues to occupy it. After the user deviates from the planned route many times, the system can also determine that it is malicious occupation, automatically turn the corresponding interface to the optional state of other users, and impose corresponding penalties on the relevant users. Of course, a complaint channel for users against the penalty results can also be provided. If the user does not confirm whether to continue to occupy it for a long time, the status of the corresponding interface can also be turned to the optional state of other users.

[0081] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A path planning method for a charging pile, characterized in that: include: S100, obtaining the first position information of the location information of the object to be charged, the second position information of the location information of the charging pile in the range area, the first charging feature of the charging feature information of the object to be charged, and the second charging feature of the charging feature information of the charging pile in the range area; S200, obtaining available charging piles through screening by using the first charging characteristic and the second charging characteristic; S300, selecting a recommended charging pile from the available charging piles at least through the location information of the available charging piles, the first location information and the destination location information, and then planning a driving route according to the location information of the recommended charging piles and the first location information.

2. The path planning method according to claim 1, characterized in that: The first charging feature includes: charging power and adapter interface type; the second charging feature includes: interface power and interface type; The screening operation in step S200 includes: comparing the charging power with the interface power, and comparing the adapter interface type with the interface type. When the interface power of the charging pile is greater than the charging power of the object to be charged and the interface type of the charging pile is consistent with the adapter interface type of the object to be charged, the corresponding charging pile is marked as an available charging pile.

3. The path planning method according to claim 2, characterized in that: The second charging feature also includes: the remaining charging time of the load interface; The screening operation in S200 includes: D100, preliminarily screen the available charging piles based on the power and interface matching relationship between the charging pile and the object to be charged; D200, according to whether there is an interface in an available state in the current state, the marked available charging piles are divided into directly available charging piles and indirectly available charging piles. The directly available charging piles are those that can charge the object to be charged in the current state, and the indirectly available charging piles are those that can charge the object to be charged after charging of a certain interface is completed; D300. According to the first location information and the location information of the indirectly available charging pile, obtain the estimated time T1 for reaching the charging point; obtain the remaining charging time T2 of the load interface on the indirectly available charging pile. When T1 ≥ T2, the indirectly available charging pile is classified as the final available charging pile.

4. The path planning method according to claim 3, characterized in that: The first charging feature also includes: the remaining power can maintain a distance length S1; D200 also includes: the distance length S2 required to reach the charging point is obtained by comparing the location information of the initially screened available charging piles with the first location information, and when S2≥α*S1, the initially screened available charging piles are classified as unavailable charging piles, α is a preset constant, α<1.

5. The path planning method according to any one of claims 1 to 4, characterized in that: The S300 further includes: obtaining a current driving route L1 of the object to be charged, a driving route L2 of the object to be charged to an available charging pile, calculating a path deviation μ between L1 and L2, and selecting one or more available charging piles with the lowest path deviation as recommended charging piles.

6. The path planning method according to claim 5, characterized in that: The calculation method of path deviation μ includes: Get the location information of all intersections on L2 and calculate the shortest distance D between them and L1 n , and finally get the first deviation factor a; D i represents the shortest distance between the point on L2 representing the i-th intersection and the curve L1; in D n represents the shortest distance between the point on L2 representing the nth intersection and the curve L1; Get the shortest distance b between the end point of L2 and L1, where b is the second deviation factor; The path deviation μ=ρ1a+ρ2b, where ρ1 is the weight coefficient of the first deviation factor a, and ρ2 is the weight coefficient of the second deviation factor b, and 0≤ρ1≤1, 0≤ρ2≤1.

7. The path planning method according to claim 6, characterized in that: When there are multiple parking spots on the L1 path, the path deviation μ is calculated by: obtaining a distance c between the end point of L2 and the nearest parking spot on L1, where c is a third deviation factor; Path deviation μ=ρ1a+ρ2b+ρ3c, ρ3 is the weight coefficient of the first deviation factor c, 0≤ρ3≤1.

8. The path planning method according to claim 5, characterized in that: The second charging feature also includes: a reservation queue. When the interfaces of the charging pile are all in a load state or a reservation state, the charging pile is classified as an unavailable charging pile.

9. A path planning system, comprising a microprocessor and a memory connected to each other, characterized in that: The microprocessor is programmed or configured to execute the path planning method according to any one of claims 1-8.

10. A computer-readable storage medium having a computer program stored therein, characterized in that: The computer program is used to be programmed or configured by a microprocessor to execute the path planning method according to any one of claims 1 to 8.

Images