New energy automobile charging pile energy-saving control method and system and medium

Abstract

The invention discloses a new energy automobile charging pile energy-saving control method and system and a medium, and relates to the technical field of electric vehicle power devices. The method comprises the following steps: when it is detected that a current charging pile performs charging operation, calculating a real-time charging loss rate; when the real-time charging loss rate exceeds a preset loss rate threshold value, determining a reason for excessive loss; when the reason for the excessive loss comprises a charging pile fault, determining a driving path of the charging vehicle from the current charging pile to a target charging pile with the charging pile loss rate within a preset threshold range and the nearest distance; determining the minimum electric quantity capable of enabling the charging vehicle to drive to the target charging pile according to the driving path; when the current electric quantity of the charging vehicle is smaller than the minimum electric quantity, the charging scheme is updated; charging the charging vehicle according to the charging scheme; and when detecting that the current electric quantity is equal to the minimum electric quantity, stopping the charging operation. According to the technical scheme, the electric energy loss in the vehicle charging process is reduced, and the energy utilization efficiency is improved.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicle power devices, and in particular to an energy-saving control method, system and medium for a new energy vehicle charging pile. Background Art

[0002] As the world pays more attention to environmental protection and sustainable development, new energy vehicles have been widely promoted as a green means of transportation. As an important supporting facility for new energy vehicles, the number and frequency of use of charging piles are also increasing.

[0003] At present, charging piles mainly communicate with vehicles through standard charging protocols. When a vehicle is connected to a charging pile, the charging pile will obtain basic information about the vehicle battery according to the protocol, such as battery capacity, remaining power, maximum allowed charging current and voltage, etc. Then, according to the pre-set charging strategy, the output power is dynamically adjusted to achieve efficient charging.

[0004] However, when the charging pile fails to charge the vehicle, the electric energy in the charging process cannot be transmitted and converted normally, and a large amount of electric energy is consumed unnecessarily in the transmission line or inside the charging pile, resulting in excessive energy loss during the charging process, thereby causing energy waste and affecting the economy and energy efficiency of new energy vehicle charging. Summary of the invention

[0005] The present application provides a new energy vehicle charging pile energy-saving control method, system and medium, which can reduce the amount of power loss during vehicle charging and improve energy utilization efficiency.

[0006] In the first aspect, the present application provides an energy-saving control method for a new energy vehicle charging pile, the method comprising: when it is detected that the current charging pile is performing a charging operation, calculating the real-time charging loss rate according to the output power of the current charging pile, the charging speed of the charging vehicle, and the battery capacity; when the real-time charging loss rate exceeds a preset loss rate threshold, determining the cause of excessive loss according to the real-time charging loss rate and the current charging pile loss rate, the current charging pile loss rate being the ratio of the difference between the output power and the actual input power input to the charging vehicle to the output power; when the cause of excessive loss includes a charging pile failure, determining the driving route according to the location information of the current charging pile and the destination of the charging vehicle, the driving route being the charging vehicle traveling from the current charging pile to a charging pile where the loss rate is within the preset threshold range and the distance from the current charging pile One or more paths to the target charging pile nearest to the charging pile, the target charging pile being one of all the charging piles that the charging vehicle passes on the way from the charging pile to the destination; determining the minimum power of the charging vehicle according to the driving path, the path congestion of the driving path, the historical driving record of the charging vehicle and the vehicle information of the charging vehicle, the minimum power is the power that allows the charging vehicle to reach the target charging pile along the driving path; when the current power of the charging vehicle is less than the minimum power, updating the initial charging plan according to the current grid load status, output power and remaining charging time, the remaining charging time is the charging time required to make the current power reach the minimum power; charging the charging vehicle according to the initial charging plan; stopping the charging operation when it is detected that the current power is equal to the minimum power.

[0007] By adopting the above technical solution, the charging loss rate of the vehicle during charging is monitored in real time. When the charging loss rate is detected to be too large (i.e., the amount of electric energy loss during charging is too high), and the reason for the excessive loss is a charging pile failure, the location of other normal charging piles closest to the current faulty charging pile is obtained, and the power value required for the vehicle to travel from the current faulty charging pile to other normal charging piles is determined according to the location of the current faulty charging pile and the location of other normal charging piles. The vehicle is charged according to the power value, and when the vehicle's power reaches the power value, the charging of the vehicle is stopped, and the vehicle is driven to other normal charging piles for charging. The vehicle can be guided to the target charging pile with a lower loss rate to complete charging, avoiding the waste of electric energy and low charging efficiency caused by the failure of the charging pile, reducing the amount of electric energy loss during the vehicle charging process, and improving energy utilization efficiency. At the same time, the way to obtain electric energy for the charging pile is flexibly selected according to the current grid load status, output power and remaining charging time. When the grid load is low, priority is given to obtaining electricity from the grid to charge the vehicle, making full use of the grid's idle power resources and avoiding power waste and backlog; when the grid load is too high, electricity from the preset storage battery is obtained to charge the vehicle, effectively alleviating the power supply pressure of the grid and avoiding grid overload.

[0008] In combination with some embodiments of the first aspect, in some embodiments, when the real-time charging loss rate exceeds a preset loss rate threshold, the cause of the excessive loss is determined based on the real-time charging loss rate and the current charging pile loss rate, specifically including: obtaining the input power of the charging gun of the current charging pile input to the charging vehicle; calculating the current charging pile loss rate based on the input power and the output power; determining the normal vehicle loss rate of the charging vehicle based on the historical charging data of the charging vehicle; determining the cause of the excessive loss that the real-time charging loss rate exceeds the preset loss rate threshold based on the current charging pile loss rate, the real-time charging loss rate and the normal vehicle loss rate.

[0009] By adopting the above technical solution, by obtaining the input power of the charging gun to the vehicle and calculating the charging pile loss rate in combination with the output power, it is possible to accurately determine whether the cause of the excessive charging loss rate includes a charging pile failure. Combined with the vehicle's historical charging data, the normal loss rate of the vehicle is determined, and then compared with the actual vehicle loss rate calculated by the charging pile loss rate and the real-time charging loss rate to determine whether the cause of the excessive charging loss rate includes a charging pile failure. By judging the cause of excessive loss in this way, the reliability and accuracy of fault diagnosis are improved.

[0010] In combination with some embodiments of the first aspect, in some embodiments, after the step of determining the reason for excessive loss that the real-time charging loss rate exceeds a preset loss rate threshold based on the current charging pile loss rate, the real-time charging loss rate and the normal vehicle loss rate, the method also includes: when the reason for excessive loss includes vehicle failure, determining the real-time vehicle loss rate of the charging vehicle based on the real-time charging loss rate and the current charging pile loss; determining the first charging fault level of the vehicle based on the real-time vehicle loss rate and the normal vehicle loss rate; when the first charging fault level is the preset fault level, obtaining the path of the charging vehicle from the location of the charging pile to the target vehicle repair shop as the driving path, and the target vehicle repair shop is a repair shop frequently visited by the charging vehicle.

[0011] By adopting the above technical solution, the vehicle charging fault level can be determined by comparing the real-time vehicle loss rate with the normal vehicle loss rate, and the severity of the vehicle fault can be quantitatively evaluated. When the vehicle charging fault level reaches the preset standard, the path of the vehicle to the repair shop is quickly obtained, which not only allows the owner to carry out professional repairs on the faulty vehicle in time, avoiding more energy waste caused by continuous charging due to vehicle fault, but also helps to reduce the potential safety risks caused by vehicle faults, and ensure the safety and stability of the vehicle's subsequent charging and driving.

[0012] In combination with some embodiments of the first aspect, in some embodiments, the minimum power of the charging vehicle is determined based on the driving route, the path congestion of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle, specifically including: determining the energy consumption of the charging vehicle when traveling along each path in the driving route based on the driving route, the path congestion of the driving route, and the historical driving record of the charging vehicle; obtaining the highest energy consumption among all energy consumptions as the target energy consumption; determining the minimum power of the charging vehicle based on the target energy consumption and the vehicle information of the charging vehicle.

[0013] By adopting the above technical solution, the vehicle's energy consumption under different driving routes can be accurately estimated by comprehensively considering the driving route, route congestion and the vehicle's historical driving records. The highest energy consumption among all possible paths is determined as the target energy consumption, which fully considers the most unfavorable driving conditions and ensures that even under complex road conditions, the vehicle has enough power to reach the target charging station or repair shop. The minimum power is determined in combination with the vehicle's own information, so that this power value is more in line with the actual needs of the vehicle. This method provides the vehicle with sufficient and not excessive power guarantee, avoids the vehicle's inability to reach the target charging station due to insufficient power, and prevents energy waste caused by overcharging, further improves energy utilization efficiency, and optimizes the overall coordination between charging planning and vehicle driving.

[0014] In combination with some embodiments of the first aspect, in some embodiments, after the step of determining the reason for excessive loss that the real-time charging loss rate exceeds a preset loss rate threshold based on the current charging pile loss rate, the real-time charging loss rate and the normal vehicle loss rate, the method also includes: when the reason for excessive loss includes a charging pile failure, obtaining the total historical charging time of the current charging pile within a preset time period; calculating the utilization rate of the current charging pile based on the total historical charging time and the length of the preset time period; determining a maintenance plan for the current charging pile based on the current charging pile loss rate and utilization rate, the maintenance plan including no maintenance, repair of charging failures and repair of all failures.

[0015] By adopting the above technical solution, by obtaining the historical charging times within the preset duration of the current charging pile and calculating its utilization rate, and combining the utilization rate with the charging pile loss rate, the operating status of the charging pile can be more comprehensively evaluated. This differentiated maintenance plan based on actual usage and fault degree greatly improves the pertinence and efficiency of charging pile maintenance work, extends the service life of charging piles, reduces overall operation and maintenance costs, and thus improves the reliability and stability of new energy vehicle charging infrastructure.

[0016] In combination with some embodiments of the first aspect, in some embodiments, a maintenance plan for the current charging pile is determined based on the current loss rate and usage rate of the charging pile, specifically including: determining the second charging fault level of the current charging pile based on the current charging pile loss rate; obtaining the charging maintenance cost corresponding to the second charging fault level in the charging fault maintenance cost table based on the second charging fault level; determining other fault conditions of the current charging pile based on the real-time operation data of the current charging pile; determining other maintenance costs of the current charging pile based on other fault conditions of the current charging pile and other fault maintenance cost tables; determining the maintenance plan for the current charging pile based on the usage rate, charging maintenance cost and other maintenance costs.

[0017] With the above technical solution, when the excessive loss is caused by a charging pile failure, the maintenance strategy can be flexibly selected according to the usage rate of the charging pile: for charging piles with low usage rates, it is possible to choose not to perform maintenance or only repair the charging failure to avoid unnecessary maintenance costs; while for charging piles with high usage rates, comprehensive maintenance is performed to ensure their normal operation. By comprehensively considering the loss rate and usage rate of the charging pile to determine the maintenance plan, the refined management of the charging pile and the optimal allocation of resources can be achieved, which not only improves the availability and reliability of the charging pile and extends the service life of the equipment, but also reduces operating costs through accurate maintenance decisions, and improves the economic benefits of the charging pile operators.

[0018] In combination with some embodiments of the first aspect, in some embodiments, after the step of determining the reason for excessive loss that the real-time charging loss rate exceeds a preset loss rate threshold based on the current charging pile loss rate, the real-time charging loss rate and the normal vehicle loss rate, the method also includes: when the reason for excessive loss includes a charging pile failure, according to the current power grid load state and the current charging pile loss rate, a first charging price is calculated according to a preset first calculation method as the real-time charging price of the current charging pile, and the first charging price is inversely proportional to the current charging pile loss rate; when the reason for excessive loss does not include a charging pile failure, according to the current power grid load state, a preset second charging price corresponding to the current power grid load state is obtained as the real-time charging price of the current charging pile; according to the real-time charging price, the charging price of the current charging pile is dynamically updated.

[0019] By adopting the above technical solution, when it is determined that the cause of excessive loss includes charging pile failure, the real-time charging price is inversely proportional to the loss rate of the charging pile. The more serious the failure and the higher the loss rate of the charging pile, the lower the charging price. This pricing mechanism clearly distinguishes the responsibility for charging pile failure and vehicle charging loss, ensuring that the charging vehicle will not bear additional costs due to the failure of the charging pile. The price is reduced because the loss is a problem of the charging pile itself, not the charging vehicle, so the charging vehicle should not bear the price increase caused by this part of the additional loss. On the contrary, by reducing the price, it can encourage charging pile operators to repair the fault in time and reduce losses, while also providing users with a more fair and reasonable charging cost. When the excessive loss is not caused by the failure of the charging pile, determining the charging price according to the load status of the power grid can effectively guide users to reduce charging behavior during peak load of the power grid, or increase charging during low load, thereby balancing the load of the power grid and optimizing the allocation of power resources.

[0020] In combination with some embodiments of the first aspect, in some embodiments, after the step of stopping the charging operation when it is detected that the current power level is equal to the minimum power level, the method also includes: when it is detected that the charging gun of the charging pile has not been unplugged within a preset time period, updating the minimum power level according to the driving route, the real-time path congestion of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle; when the current power level is less than the minimum power level, re-charging the charging vehicle so that the real-time power level of the charging vehicle reaches the minimum power level.

[0021] With the above technical solution, when it is detected that the charging gun has not been unplugged within the preset time, it means that the vehicle may not have traveled as planned. At this time, re-evaluating the real-time path congestion and updating the minimum power in combination with historical driving records and vehicle information can more accurately adapt to the current state of the vehicle. If the updated minimum power is higher than the current power, timely recharging can ensure that the vehicle's power can always meet its needs to travel to the target charging pile, avoiding insufficient power due to delayed vehicle departure, changes in road conditions, etc., ensuring that the vehicle arrives at the next charging point smoothly, and effectively improving the reliability and adaptability of charging planning.

[0022] In a second aspect, an embodiment of the present application provides a charging pile energy-saving control system, including a sensor, a camera, and a data processing server, wherein the data processing server includes: one or more processors and a memory; the memory is coupled to the one or more processors, and the memory is used to store computer program code, and the computer program code includes computer instructions, and the one or more processors call the computer instructions to enable the charging pile energy-saving control system to execute the method described in the first aspect and any possible implementation method of the first aspect.

[0023] In a third aspect, an embodiment of the present application provides a computer-readable storage medium, comprising instructions. When the above instructions are executed on a charging pile energy-saving control system, the above charging pile energy-saving control system executes the method described in the first aspect and any possible implementation method of the first aspect.

[0024] It can be understood that the charging pile energy-saving control system provided in the second aspect and the storage medium provided in the third aspect are both used to execute the method provided in this application. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method, which will not be repeated here.

[0025] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: 1. The present application monitors the charging loss rate during the vehicle charging process in real time. When it is detected that the charging loss rate is too large (i.e., the amount of electric energy loss during the charging process is too high) and the reason for the excessive loss is a charging pile failure, the location of other normal charging piles closest to the current faulty charging pile is obtained, and based on the location of the current faulty charging pile and the location of other normal charging piles, the power value required for the vehicle to travel from the current faulty charging pile to other normal charging piles is determined, and the vehicle is charged according to the power value. When the vehicle's power reaches the power value, charging of the vehicle is stopped, and the vehicle is driven to other normal charging piles for charging. The vehicle can be guided to a target charging pile with a lower loss rate to complete charging, thereby avoiding power waste and low charging efficiency caused by charging pile failure, reducing the amount of electric energy loss during vehicle charging, and improving energy utilization efficiency.

[0026] 2. This application obtains the historical number of charging times within the preset time of the current charging pile and calculates its utilization rate, combines the utilization rate with the charging pile loss rate, and can more comprehensively evaluate the operating status of the charging pile. It can also formulate differentiated maintenance plans based on the operating status of the charging pile, thereby improving the targetedness and efficiency of the charging pile maintenance work, extending the service life of the charging pile, reducing the overall operation and maintenance costs, and improving the economic benefits of the charging pile operators.

[0027] 3. This application dynamically adjusts the charging price. When it is determined that the cause of excessive loss includes charging pile failure, the real-time charging price is inversely proportional to the loss rate of the charging pile. The more serious the failure and the higher the loss rate of the charging pile, the lower the charging price. It clearly distinguishes the responsibility for charging pile failure and vehicle charging loss, ensures that charging vehicles will not bear additional costs due to charging pile failure problems, and provides users with more fair and reasonable charging costs. When the excessive loss is not caused by charging pile failure, the charging price is determined according to the grid load status, effectively guiding users to reduce charging behavior during peak grid load or increase charging during low grid load, thereby balancing the grid load and optimizing the allocation of power resources. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a schematic diagram of an application scenario of the energy-saving control method for a new energy vehicle charging pile in an embodiment of the present application; Figure 2 This is a flow chart of the energy-saving control method of a new energy vehicle charging pile in an embodiment of the present application; Figure 3 This is another flow chart of the energy-saving control method for a new energy vehicle charging pile in an embodiment of the present application; Figure 4 It is a schematic diagram of an exemplary hardware structure of a charging pile energy-saving control system in an embodiment of the present application. DETAILED DESCRIPTION

[0029] The terms used in the following embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to be used as limitations to the present application. As used in the specification and appended claims of the present application, the singular expressions "one", "a kind of", "said", "above", "the" and "this" are intended to also include plural expressions, unless there is a clear indication to the contrary in the context. It should also be understood that the term "and / or" used in the present application refers to any or all possible combinations comprising one or more listed items.

[0030] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features, and in the description of the embodiments of the present application, unless otherwise specified, "plurality" means two or more.

[0031] Figure 1 It is a schematic diagram of an application scenario of the energy-saving control method of a new energy vehicle charging pile in an embodiment of the present application.

[0032] See also Figure 1 , the picture shows a scene of a public charging pile charging a new energy vehicle. On the left side of the picture is a public charging pile with a display screen and a charging gun. On the right side of the picture is a new energy vehicle. The public charging pile is connected to the new energy vehicle with the help of the charging gun, thereby realizing the charging of the new energy vehicle.

[0033] In the relevant technology, the charging pile mainly communicates and interacts with the vehicle through a standard charging protocol. When the vehicle is connected to the charging pile, the charging pile will obtain the basic information of the vehicle battery according to the protocol, such as battery capacity, remaining power, maximum allowed charging current and voltage, etc. Subsequently, according to the pre-set charging strategy, the output power is dynamically adjusted to achieve efficient charging. However, during the charging process of the charging pile charging the vehicle, if the charging pile fails, the electric energy in the charging process cannot be transmitted and converted normally, and a large amount of electric energy is consumed unnecessarily in the transmission line or inside the charging pile, resulting in excessive energy loss during the charging process, thereby causing energy waste problems, affecting the economy and energy efficiency of new energy vehicle charging.

[0034] By adopting the energy-saving control method for charging piles of new energy vehicles in the embodiment of the present application, the charging loss rate during the vehicle charging process is monitored in real time. When it is detected that the charging loss rate is too large (that is, the amount of electric energy loss during the charging process is too high) and the reason for the excessive loss is a charging pile failure, the position of other normal charging piles closest to the current faulty charging pile is obtained, and the power value required for the vehicle to travel from the current faulty charging pile to other normal charging piles is determined based on the position of the current faulty charging pile and the position of the other normal charging piles. The vehicle is charged according to the power value. When the vehicle's power reaches the power value, charging of the vehicle is stopped, and the vehicle is driven to other normal charging piles for charging. This can reduce the amount of electric energy loss during vehicle charging and improve energy utilization efficiency.

[0035] Combine the following Figure 2 To illustrate the method of the embodiment of the present application.

[0036] See also Figure 2 , which is a flow chart of the energy-saving control method of a new energy vehicle charging pile in an embodiment of the present application.

[0037] S201. When it is detected that the current charging pile is performing a charging operation, a real-time charging loss rate is calculated according to the output power of the current charging pile and the charging speed of the charging vehicle.

[0038] Specifically, the real-time operation data of the current charging pile is periodically obtained through various sensors installed inside the current charging pile. These sensors include but are not limited to current sensors, voltage sensors, etc., which can accurately sense various operating parameters of the charging pile. When it is detected that the charging current is greater than the preset minimum threshold and the charging switch is in a closed state, it is determined that the charging pile is performing a charging operation.

[0039] When it is detected that the current charging pile is charging, the input power of the grid or the preset storage battery input to the current charging pile per unit time is obtained. If the charging pile obtains electric energy from the grid, the voltage and current of the grid input are obtained through the electric energy metering device inside the charging pile. According to the voltage and current, the input power of the grid input to the charging pile per unit time is calculated according to the power calculation formula (power = voltage × current). If the charging pile obtains electric energy from the preset storage battery, the system will communicate with the management system of the storage battery to obtain the voltage and current output by the storage battery, and also calculate the input power of the storage battery input to the charging pile per unit time according to the above power calculation formula.

[0040] The output power of the current charging pile is calculated based on the input power and the preset power conversion efficiency of the current charging pile (output power = input power × power conversion efficiency). Since the charging pile usually converts the acquired power during the charging process of the charging vehicle, and then outputs the converted power to the charging vehicle as output power, and there will be a certain amount of power loss during the power conversion process, the output power of the charging pile can be calculated through the power acquired by the charging pile and the power conversion efficiency. This output power is the theoretical output power output to the charging vehicle when the charging pile is working normally.

[0041] Then, the charging speed and battery capacity of the charging vehicle are obtained by establishing communication with the battery management system (BMS) of the charging vehicle. The BMS can continuously monitor the status of the battery and calculate the increase in battery power per unit time as the charging speed based on parameters such as battery voltage, current and temperature. The product of the charging speed and battery capacity is calculated and divided by the unit time to obtain the battery input power input to the vehicle battery per unit time.

[0042] Finally, the real-time charging loss rate is calculated by the formula "real-time charging loss rate = (current charging pile output power - battery input power) ÷ current charging pile output power × 100%". This loss rate comprehensively reflects all energy losses in the process of outputting electric energy from the charging pile to the vehicle and storing electric energy in the battery by the vehicle.

[0043] S202: When the real-time charging loss rate exceeds a preset loss rate threshold, determine the cause of excessive loss based on the real-time charging loss rate and the current charging pile loss rate.

[0044] Among them, the current charging pile loss rate is the ratio of the difference between the output power and the actual input power to the charging vehicle to the output power.

[0045] Specifically, the voltage and current actually input to the charging vehicle by the charging gun are obtained through the built-in sensor in the charging gun of the current charging pile. According to the voltage and current, the input power actually input to the charging vehicle is calculated according to the power calculation formula. The ratio of the difference between the output power of the current charging pile and the input power to the output power is calculated to obtain the current charging pile loss rate.

[0046] If the current charging pile loss rate is within the range of the preset normal charging pile loss rate, it is determined that the cause of the excessive loss is a vehicle failure; if the current charging pile loss rate is not within the range of the preset normal charging pile loss rate, obtain the normal range of the vehicle charging loss rate corresponding to the vehicle model of the charging vehicle in the preset vehicle charging loss rate table. Calculate the difference between the current charging pile loss rate and the real-time charging loss rate. If the difference is within the normal range of the vehicle charging loss rate, it is determined that the cause of the excessive loss is a charging pile failure; if the difference is not within the normal range of the vehicle charging loss rate, it is determined that the cause of the excessive loss is a charging pile failure and a vehicle failure.

[0047] S203: When the cause of the excessive loss includes a charging pile failure, determine the driving route according to the current location information of the charging pile and the destination of the charging vehicle.

[0048] Among them, the driving route is one or more paths from the current charging pile of the charging vehicle to the target charging pile whose charging pile loss rate is within the preset threshold range and is closest to the current charging pile. The target charging pile is one of all the charging piles that the charging vehicle passes on the way from the charging pile to the destination.

[0049] Specifically, when the cause of excessive loss includes a charging pile failure, the location information of the current charging pile is obtained through the built-in positioning module of the current charging pile. At the same time, the destination information of the charging vehicle is obtained by exchanging data with the navigation system of the charging vehicle or the destination information input by the driver of the charging vehicle through the charging pile display or mobile phone software.

[0050] Call the map database to obtain one or more paths for the charging vehicle to travel from the current charging pile to the destination. The map database includes detailed road network information (including various road types and road connection relationships, road travel directions, number of lanes, etc.), geographic coordinate data (including the geographic coordinates of all road nodes, landmark buildings, charging piles, etc.), charging pile information (including location information, real-time charging status information, real-time charging pile loss rate, etc.), real-time traffic information (including road congestion, traffic accident information, construction section information, etc., which can be obtained through cooperation with traffic management departments or third-party traffic data providers and updated in real time).

[0051] Then, traverse each path and obtain the charging pile information of all charging piles passed on each path. According to the real-time charging pile loss rate in the charging pile information, screen out one or more charging piles whose charging pile loss rate is within the preset threshold range to obtain a charging pile information set. According to the location information of the current charging pile and the location information of each charging pile in the charging pile information set, calculate the distance between the current charging pile and each charging pile in the charging pile information set by using a distance calculation method (such as calculating the straight-line distance based on the Haversine formula based on longitude and latitude, or calculating the actual driving distance based on the road network information, etc.).

[0052] Finally, the charging pile corresponding to the shortest distance is found from the calculated distances and is determined as the target charging pile. With the current charging pile as the starting point and the target charging pile as the end point, the map database is called to obtain one or more driving paths for the charging vehicle to travel from the current charging pile to the target charging pile.

[0053] S204: Determine the minimum power of the charging vehicle according to the driving route, the congestion condition of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle.

[0054] The minimum power level is the power required for the charging vehicle to reach the target charging station or destination according to the driving route.

[0055] Specifically, the map database is first called to obtain the path information of the target path with the longest total path length in the driving path, including one or more road types (such as expressways, urban roads, etc.) and their corresponding path lengths, congestion conditions, etc.

[0056] Next, data is exchanged with the on-board system of the charging vehicle to obtain the historical driving records of the charging vehicle, traverse all historical driving records, and extract historical energy consumption data similar to the above-mentioned road types and their corresponding congestion conditions from the historical driving records. The maximum energy consumption in the historical energy consumption data is obtained as the estimated energy consumption (i.e., estimated power) corresponding to the above-mentioned road type. According to the estimated energy consumption and path length of each road type in the path information of the target path, the initial energy consumption of each road type is calculated, and the sum of all initial energy consumption is calculated as the initial total energy consumption (i.e., initial power) of the target path. Among them, the historical energy consumption data includes the power consumption of the vehicle per unit path length under different driving conditions.

[0057] Then, obtain the vehicle information of the charging vehicle, including battery capacity and vehicle model. Obtain the energy consumption correction coefficient corresponding to the vehicle model in the correction coefficient table. According to the energy consumption correction coefficient and the initial total energy consumption, calculate the corrected total energy consumption (i.e., corrected power). The correction coefficient table is a coefficient used to adjust the initial total energy consumption to make it more consistent with the actual energy consumption of a specific vehicle. It is obtained by analyzing and counting the energy consumption data of a large number of different models of vehicles under various road conditions. It can reflect the characteristics and differences in energy consumption of different vehicle models, so that the calculated total energy consumption more accurately reflects the actual energy consumption requirements of the vehicle on the target path.

[0058] Finally, the minimum power of the charging vehicle is calculated by adding the corrected power to the preset safety power margin. The safety power margin is used to deal with possible unexpected situations, such as sudden changes in road conditions and vehicle failures.

[0059] S205: When the current power level of the charging vehicle is less than the minimum power level, the initial charging plan is updated according to the current grid load status, output power and remaining charging time.

[0060] The remaining charging time is the charging time required to bring the current power to the minimum power.

[0061] Specifically, the system establishes a communication connection with the power grid management system to obtain the peak and valley time period information of the current power grid. If the current time point is in the peak time period, the power grid is determined to be in a high load state. If the current time point is in the valley time period, the power grid is determined to be in a low load state. If the current time point is not in the peak time period, and the current time point is not in the valley time period, the power grid is determined to be in a medium load state. Among them, the peak time period refers to the time period of the day when the electricity demand is high and the power load is large, and the valley time period refers to the time period of the day when the electricity demand is low and the power load is light.

[0062] Calculate the remaining charging time. Calculate the difference between the current power and the minimum power. Based on the charging speed of the charging vehicle and the difference, calculate the remaining charging time of the charging vehicle.

[0063] When the current power of the charging vehicle is less than the minimum power, the charging scheme of the charging pile is determined according to the current load status of the power grid. The input time of the storage battery to the charging pile is calculated according to the current power of the preset storage battery and the power consumed by the charging pile per unit time.

[0064] When the load state is high load state, calculate the time from the current time point to the next valley period. If the time is less than or equal to the input time, determine the charging scheme as follows: the charging pile first obtains input power from the storage battery, and when the power of the storage battery is lower than the preset threshold, obtains input power from the power grid; if the time is greater than the input time, determine the charging scheme as follows: the charging pile first obtains input power from the storage battery, and when the current time point reaches the valley period, obtains input power from the power grid.

[0065] When the load state is low load state or medium load state, calculate the time from the current time point to the next peak time period. If the time period is greater than or equal to the remaining charging time, the charging scheme is determined to be that the charging pile obtains input power from the power grid; if the time period is less than the remaining charging time, calculate the time difference between the time period and the remaining charging time. If the time difference is less than or equal to the input time, determine the charging scheme to be that the charging pile first obtains input power from the power grid, and obtains input power from the storage battery when the peak time period is reached at the current time point; if the time difference is greater than the input time, determine the charging scheme to be that the charging pile first obtains input power from the power grid, and obtains input power from the storage battery when the peak time period is reached at the current time point, and then obtains input power from the power grid when the power of the storage battery is lower than the preset threshold.

[0066] When the current power of the charging vehicle is greater than or equal to the minimum power, the charging operation of the current charging pile is stopped.

[0067] S206: Charging the vehicle according to the initial charging plan.

[0068] According to the initial charging plan, within the specified time period, the charging pile is controlled to obtain input power from the corresponding power acquisition object, and the input power is converted into power after being output to the charging vehicle. The power acquisition object includes the power grid and the preset storage battery.

[0069] S207: When it is detected that the current power level is equal to the minimum power level, the charging operation is stopped.

[0070] The real-time power of the charging vehicle is obtained in real time, and the real-time power is compared with the minimum power. When the real-time power is detected to be equal to the minimum power, a stop charging instruction is sent to the current charging pile, and the target path and the location of the target charging pile are sent to the charging vehicle. After receiving the instruction, the current charging pile stops supplying power to the charging vehicle.

[0071] In the embodiment of the present application, by real-time monitoring of the charging loss rate during the vehicle charging process, when it is detected that the charging loss rate is too large (i.e., the amount of electric energy loss during the charging process is too high), and the reason for the excessive loss is a charging pile failure, the location of other normal charging piles closest to the current faulty charging pile is obtained, and according to the location of the current faulty charging pile and the location of other normal charging piles, the amount of electricity required for the vehicle to travel from the current faulty charging pile to other normal charging piles is determined, and the vehicle is charged according to the amount of electricity. When the amount of electricity of the vehicle reaches the amount of electricity, the charging of the vehicle is stopped, and the vehicle is driven to other normal charging piles for charging operations, which can reduce the amount of electric energy loss during the vehicle charging process and improve energy utilization efficiency. At the same time, the way in which the charging pile obtains electric energy is flexibly determined according to the current grid load state, output power and remaining charging time. When the grid load is low, priority is given to obtaining electric energy from the grid to charge the vehicle, making full use of the idle power resources of the grid to avoid waste and backlog of electricity; when the grid load is too high, the electric energy in the preset storage battery is obtained to charge the vehicle, effectively alleviating the power supply pressure of the grid and avoiding grid overload.

[0072] Combine the following Figure 3 To further illustrate the method of the embodiment of the present application.

[0073] See also Figure 3 , which is another flow chart of the energy-saving control method of a new energy vehicle charging pile in an embodiment of the present application.

[0074] S301, calculating the real-time charging loss rate.

[0075] Step S301 and Figure 2 Step S201 in the illustrated embodiment is similar, and the description in step S201 may be referred to, which will not be repeated here.

[0076] S302: Obtain the input power of the charging gun of the current charging pile input to the charging vehicle.

[0077] The voltage and current actually input by the charging gun to the charging vehicle are obtained through the built-in sensor in the charging gun of the current charging pile. The voltage and current are substituted into the power calculation formula to calculate the input power of the charging gun to the charging vehicle.

[0078] S303: Calculate the current charging pile loss rate based on the input power and the output power.

[0079] The ratio of the difference between the input power and the output power to the output power is calculated to obtain the current charging pile loss rate.

[0080] S304: Determine a normal vehicle loss rate of the charging vehicle based on historical charging data of the charging vehicle.

[0081] Specifically, historical charging speed data of the charging vehicle is obtained based on the historical charging data of the charging vehicle. These data include data such as the charging speed and charging times of the vehicle each time it is charged. The data is preprocessed to remove data points with obvious errors or anomalies.

[0082] Sort the historical charging speed data in chronological order. According to the number of charging times, group the historical charging speed data at a certain interval of charging times, such as every 10 charging times as a group, group the charging speeds of the 1st to 10th charging times into one group, group the charging speeds of the 11th to 20th charging times into one group, etc. For the charging speed data in each group, calculate the average or median, which represents the charging speed corresponding to the number of charging times in this group.

[0083] With the number of charging times as the horizontal axis and the charging speed as the vertical axis, the processed data points are fitted through a curve fitting algorithm (such as a polynomial fitting algorithm, a linear fitting algorithm, and a quadratic fitting algorithm, etc.) to obtain a fitting curve equation that reflects the changing trend of the charging speed with the number of charging times.

[0084] According to the charging times of the current charging vehicle, the predicted charging speed corresponding to the current charging times is calculated according to the fitting curve equation.

[0085] Based on the input power of the current charging pile's charging gun to the charging vehicle and the vehicle's battery capacity, the percentage of power that the vehicle battery should theoretically increase per unit time, that is, the theoretical charging speed, is calculated.

[0086] Finally, the difference between the predicted charging speed and the theoretical charging speed and the battery capacity of the vehicle are substituted into the pre-set loss rate calculation formula to calculate the normal vehicle loss rate of the currently charging vehicle.

[0087] S305. According to the current charging pile loss rate, the real-time charging loss rate and the normal vehicle loss rate, determine the reason why the real-time charging loss rate exceeds the preset loss rate threshold.

[0088] Specifically, if the current charging pile loss rate is within the range of the preset normal charging pile loss rate, it is determined that the cause of the excessive loss is a vehicle failure; if the current charging pile loss rate is not within the range of the preset normal charging pile loss rate, the difference between the current charging pile loss rate and the real-time charging loss rate is calculated. If the difference between the difference and the normal vehicle loss rate is within the preset error range, it is determined that the cause of the excessive loss is a charging pile failure; if the difference between the difference and the normal vehicle loss rate is not within the preset error range, it is determined that the cause of the excessive loss is a charging pile failure and a vehicle failure. Among them, the difference reflects the actual power loss rate during the vehicle charging process, when the power enters the vehicle charging port and is then transmitted to the battery. The normal vehicle loss rate is the power loss rate caused by the inevitable loss factors during the use of the vehicle, such as the gradual decline in vehicle battery performance or the gradual aging of the transmission line as the number of charging times increases. If the actual power loss rate is significantly different from the normal vehicle loss rate, it means that the vehicle may have a fault.

[0089] S306: When the cause of the excessive loss includes a charging pile failure, determine the driving route.

[0090] Step S306 and Figure 2 Step S203 in the illustrated embodiment is similar, and the description in step S203 may be referred to, which will not be repeated here.

[0091] S307: When the cause of the excessive loss includes a vehicle failure, determine the real-time vehicle loss rate of the charging vehicle.

[0092] When the cause of excessive loss includes vehicle failure, the difference between the real-time charging loss rate and the current charging pile loss amount is calculated to obtain the real-time vehicle loss rate of the charging vehicle.

[0093] S308. Determine a first charging fault level of the vehicle according to the real-time vehicle loss rate and the normal vehicle loss rate.

[0094] The difference between the real-time vehicle loss rate and the normal vehicle loss rate is calculated. If the difference is within the preset range, the first charging fault level of the vehicle is determined to be level one; if the difference is within the preset second range, the first charging fault level of the vehicle is determined to be level two; if the difference is greater than the maximum value of the preset second range, the first charging fault level of the vehicle is determined to be level three.

[0095] Among them, level one indicates that the vehicle failure is minor, level two indicates that the vehicle failure is more serious, and level three indicates that the vehicle failure is serious.

[0096] S309: When the first charging fault level is a preset fault level, obtain a driving path of the charging vehicle from the location of the charging pile to the target vehicle repair shop.

[0097] When the charging fault level is a preset fault level, a path of the charging vehicle from the location of the charging pile to the target vehicle repair shop is obtained as the driving path.

[0098] Among them, the target vehicle repair shop is a repair shop frequently visited by charging vehicles.

[0099] Specifically, when the charging fault level is a preset fault level, the historical driving path of the charging vehicle is obtained, the destination information set of each historical driving path is obtained, and the destination name set containing vehicle maintenance-related keywords in the destination name is extracted from the destination information set. The frequency of occurrence of the name of each repair shop in the destination name set is counted, and the repair shop name corresponding to the highest frequency is selected as the name of the target vehicle repair shop. The repair shop location information in the destination information corresponding to the name of the target vehicle repair shop is obtained. The map database is called to obtain one or more driving paths of the charging vehicle from the current charging pile to the location of the repair shop.

[0100] S310: Determine the power consumption of the charging vehicle when traveling along each path in the driving path.

[0101] According to the driving route, the path congestion of the driving route and the historical driving record of the charging vehicle, the power consumption of the charging vehicle when traveling along each path in the driving route is determined.

[0102] Specifically, the map database is first called to obtain the path information of each path in the driving route in turn, including one or more road types (such as highways, urban roads, etc.) and their corresponding path lengths, congestion conditions, etc.

[0103] According to the path information of each path in the driving path and the historical driving record of the charging vehicle, the power consumption of the charging vehicle when traveling along each path in the driving path is calculated in sequence.

[0104] In step S310, the electric energy consumption of the charging vehicle when traveling along the route is calculated. Figure 2 The calculation of the power consumption of the charging vehicle when traveling along the route in step S204 in the illustrated embodiment is similar, and reference may be made to the description in step S204 , which will not be repeated here.

[0105] S311, obtaining the highest power consumption among all power consumptions as the target power consumption.

[0106] The individual electric energy consumptions among all the electric energy consumptions are compared, and the highest electric energy consumption among all the electric energy consumptions is selected as the target electric energy consumption.

[0107] S312: Determine the minimum power consumption of the charging vehicle according to the target power consumption and the vehicle information of the charging vehicle.

[0108] The vehicle information includes vehicle model, vehicle type and energy information. The vehicle type includes pure electric vehicles and hybrid electric vehicles. The energy information includes the current power and current fuel level of the charging vehicle.

[0109] Specifically, data is exchanged with the onboard system of the charging vehicle to obtain vehicle information of the charging vehicle.

[0110] When the vehicle type of the charging vehicle is a pure electric vehicle, the target power consumption is used as the minimum power of the charging vehicle.

[0111] When the vehicle type of the charging vehicle is a hybrid vehicle, if the loss rate of the charging pile is within the preset threshold range, the target power consumption is used as the minimum power of the charging vehicle. If the loss rate of the charging pile exceeds the preset threshold range, the equivalent power that can be converted by the current amount of fuel is calculated based on the fuel energy conversion characteristics of the vehicle and the preset fuel and power conversion relationship (for example, it is known that the hybrid vehicle engine can convert x degrees of electricity for every liter of fuel consumed, and this conversion coefficient can be obtained from the vehicle technical manual or the parameters provided by the car manufacturer). The target power consumption minus the equivalent power is used as the minimum power of the charging vehicle.

[0112] S313: When the current power of the charging vehicle is less than the minimum power, update the initial charging plan.

[0113] S314: Charging the charging vehicle according to the initial charging plan.

[0114] S315: When it is detected that the current power level is equal to the minimum power level, the charging operation is stopped.

[0115] Steps S313-S315 and Figure 2 Steps S205-S207 in the illustrated embodiment are similar, and the descriptions of steps S205-S207 may be referred to, and will not be repeated here.

[0116] S316: When it is detected that the charging gun of the charging pile has not been unplugged within a preset time period, the minimum power level is updated.

[0117] When it is detected that the charging gun of the charging pile has not been unplugged within a preset time, the minimum power is updated according to the driving route, the real-time path congestion of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle.

[0118] Specifically, a sensor such as a mechanical micro switch can be installed at the plug-in interface of the charging gun of the charging pile to determine whether the charging gun is unplugged. When the charging gun is plugged in, the switch is triggered and is in a closed state; when the charging gun is unplugged, the switch pops up and becomes disconnected. Whether the charging gun is plugged in is determined by real-time monitoring of the state of the micro switch. If the micro switch remains in a closed state within a preset time, it means that the charging gun has not been unplugged within the preset time.

[0119] When it is detected that the charging gun of the charging pile has not been unplugged within the preset time, the above steps S306-S312 are re-executed to update the minimum power according to the real-time road conditions.

[0120] S317: When the current power level is less than the minimum power level, recharge the charging vehicle.

[0121] The current power of the charging vehicle is obtained. When the current power is less than the updated minimum power, the above steps S313-S315 are re-executed to charge the charging vehicle so that the real-time power of the charging vehicle reaches the minimum power.

[0122] S318: When the cause of the excessive loss includes a charging pile failure, obtain the total historical charging time of the current charging pile within a preset time period.

[0123] Specifically, obtain the maintenance time point when the current charging pile was last repaired or the installation time point of the current charging pile. If there is a maintenance time point, the time period between the maintenance time point and the current time point is used as the preset time period. The preset time period is the time period from the time point when the charging pile last had a charging failure to the time point when the charging failure occurs again. If there is no maintenance time point, the time period between the installation time point and the current time point is used as the preset time period. When the charging pile has not had a charging failure, the preset time period is the time period between the installation time point of the charging pile and the time point when the charging failure first occurred.

[0124] Get the charging record set from the maintenance time or installation time to the current time in the historical charging record set of the current charging pile. Traverse the charging record set to obtain the charging time of each charge. Add up all the charging times to get the total historical charging time. Among them, each record in the historical charging record set is sorted in chronological order, and the charging record includes charging data such as charging time period, charging time, and charging income.

[0125] S319: Calculate the current usage rate of the charging pile according to the total historical charging time and the duration of the preset time period.

[0126] The ratio between the total historical charging time and the time of the preset time period is calculated to obtain the utilization rate of the current charging pile in the absence of a charging failure.

[0127] S320: Determine a second charging fault level of the current charging pile according to the current charging pile loss rate.

[0128] Calculate the difference between the current charging pile loss rate and the preset normal charging pile loss rate. If the difference is within the preset range, determine that the second charging fault level of the current charging pile is level one; if the difference is within the preset second range, determine that the second charging fault level of the current charging pile is level two; if the difference is greater than the maximum value of the preset second range, determine that the second charging fault level of the current charging pile is level three.

[0129] Among them, level one means that the charging failure of the charging pile is minor, level two means that the charging failure of the charging pile is more serious, and level three means that the charging failure of the charging pile is serious.

[0130] S321. According to the second charging fault level, obtain a charging maintenance cost corresponding to the second charging fault level in a charging fault maintenance cost table.

[0131] Obtain the charging fault maintenance cost table of the current charging pile, and according to the second charging fault level, find the charging maintenance cost corresponding to the second charging fault level in the charging fault maintenance cost table. The maintenance cost table is a data table pre-established and stored in the system database. The table uses the charging fault level as an index and records in detail the charging maintenance costs corresponding to different fault levels.

[0132] In some embodiments, voltage and current sensors can be set at various parts of the charging pile that transmit power to monitor the power loss of each part in real time during the process of the charging pile transmitting power to the vehicle. According to the power loss of each part, the fault level of each part is determined. Finally, according to the fault level of each part and the maintenance cost table of each part, the charging maintenance cost of the charging pile is calculated.

[0133] S322. Determine other fault conditions of the current charging pile according to the real-time operation data of the current charging pile.

[0134] Specifically, the operating data of the current charging pile is obtained in real time through the built-in sensors and monitoring systems of the current charging pile. The operating data includes other parts of the charging pile that are not related to the transmission of electric energy to the vehicle, such as the voltage and current of the control circuit, monitoring module and other parts; environmental data such as temperature and humidity inside and around the charging pile; communication status between the charging pile and the background management system and the charging vehicle (including signal strength, data transmission rate, and packet loss rate, etc.). Based on the real-time operating data, determine whether there is abnormal data according to pre-set thresholds and rules. For example, for voltage and current data, a normal working range is set. If it exceeds this range, it is determined that there is abnormal data; for temperature data, if the temperature exceeds the safety threshold, it is determined that there is abnormal data.

[0135] When abnormal data is detected in the real-time operation data, the abnormal part corresponding to the abnormal data is obtained. The fault level of the abnormal part is determined according to the offset value of the abnormal data and the normal data. All abnormal parts and their corresponding fault levels are integrated to obtain other fault conditions of the current charging pile.

[0136] S323. Determine other maintenance costs of the current charging pile according to other fault conditions of the current charging pile and other fault maintenance cost tables.

[0137] Specifically, according to other fault conditions of the current charging pile, determine the abnormal part set of the current charging pile, which includes abnormal parts and their corresponding fault levels. Obtain a table of other fault maintenance costs for the current charging pile, which includes maintenance costs corresponding to different abnormal parts and different fault levels of each abnormal part. Obtain maintenance costs matching each abnormal part in the abnormal part set and its corresponding fault level in the table of other fault maintenance costs. Calculate the sum of all maintenance costs as the other maintenance cost of the current charging pile.

[0138] S324: Determine a maintenance plan for the current charging pile based on the usage rate, charging maintenance cost, and other maintenance costs.

[0139] Among them, the maintenance plans include no maintenance, repair of charging failure, and repair of all failures.

[0140] Specifically, the charging record set is traversed to obtain the charging benefit of each charging, and all charging benefits are added up to obtain the actual benefit of the current charging pile in the preset time period.

[0141] When the usage rate is lower than the first preset threshold, it is determined that the maintenance plan of the current charging pile is not to perform maintenance.

[0142] When the usage rate is higher than the first preset threshold and lower than the second preset threshold, if the actual income is greater than the charging maintenance cost, and the actual income is less than the sum of the charging maintenance cost and other maintenance costs, the maintenance plan is determined to be to repair the charging fault; if the actual income is greater than the charging maintenance cost, and the actual income is greater than the sum of the charging maintenance cost and other maintenance costs, the maintenance plan is determined to be to repair all faults. If the actual income is less than the charging maintenance cost, the maintenance plan for the current charging pile is determined to be not to repair.

[0143] When the usage rate is higher than the second preset threshold, the maintenance plan of the current charging pile is determined to be to perform all fault repairs.

[0144] S325. When the cause of the excessive loss includes a charging pile failure, a first charging price is calculated according to a preset first calculation method based on the current grid load state and the current charging pile loss rate as the real-time charging price of the current charging pile.

[0145] Among them, the first charging price is inversely proportional to the current charging pile loss rate.

[0146] Specifically, when the cause of the excessive loss includes a charging pile failure, the initial charging price corresponding to the current grid load state is searched in a preset price correspondence table according to the current grid load state.

[0147] According to the current loss rate of the charging pile, find the preset loss rate adjustment coefficient table to determine the corresponding adjustment coefficient. The loss rate adjustment coefficient table is a pre-established table that records the adjustment coefficients corresponding to different charging pile loss rate ranges. The higher the loss rate, the smaller the adjustment coefficient. For example, if the loss rate of the charging pile is high (such as 5%-10%), the adjustment coefficient is 0.95, which means that the price is appropriately reduced to compensate the user; if the loss rate of the charging pile is very high (such as more than 10%), the adjustment coefficient is 0.92, which means further reducing the price.

[0148] The initial charging price is multiplied by the loss rate adjustment coefficient to obtain the first charging price as the real-time charging price of the current charging pile.

[0149] In some embodiments, the first charging price may be proportional to the current charging pile loss rate. By adjusting the adjustment coefficients in the adjustment coefficient table, the adjustment coefficients are all greater than 1, and the higher the loss rate, the greater the adjustment coefficient. For example, if the charging pile loss rate is high (such as 5%-10%), the adjustment coefficient is 1.2, indicating that the price is appropriately reduced to compensate the user; if the charging pile loss rate is very high (such as more than 10%), the adjustment coefficient is 1.3, indicating a further increase in the price.

[0150] By setting the first charging price to be proportional to the loss rate of the charging pile, the higher the loss rate, the higher the charging price, which can effectively reduce users' willingness to use high-loss charging piles. This differentiated pricing strategy can significantly reduce the load pressure of faulty charging piles and avoid aggravating the degree of equipment damage due to continuous high-load operation. At the same time, the high-price strategy can intuitively reflect the inefficient operation status of the charging pile, guiding users to actively choose normal charging piles with lower loss rates, thereby reducing the ineffective loss of electricity on faulty equipment.

[0151] S326. When the cause of the excessive loss does not include a charging pile failure, according to the current grid load state, a preset second charging price corresponding to the current grid load state is obtained as the real-time charging price of the current charging pile.

[0152] When the cause of excessive loss does not include charging pile failure, according to the current grid load state, the preset second charging price corresponding to the current grid load state is searched in the preset price correspondence table as the real-time charging price of the current charging pile.

[0153] S327. Dynamically update the charging price of the current charging pile according to the real-time charging price.

[0154] According to the real-time charging price, the charging price displayed on the current charging pile display screen or charging software and the charging price in the price calculation module are set as the real-time charging price.

[0155] In the embodiment of the present application, by real-time monitoring of the charging loss rate during the vehicle charging process, when it is detected that the charging loss rate is too large (i.e., the amount of electric energy loss during the charging process is too high), and the reason for the excessive loss is a charging pile failure, the location of other normal charging piles closest to the current faulty charging pile is obtained, and based on the location of the current faulty charging pile and the location of other normal charging piles, the amount of electricity required for the vehicle to travel from the current faulty charging pile to other normal charging piles is determined, and the vehicle is charged according to the amount of electricity, and when the vehicle's electricity reaches the amount of electricity, the charging of the vehicle is stopped, and the vehicle is driven to other normal charging piles for charging operations, which can reduce the amount of electric energy loss during the vehicle charging process and improve energy utilization efficiency. When it is detected that the charging gun has not been unplugged within the preset time, the real-time path congestion is re-evaluated, and the minimum electricity is updated in combination with historical driving records and vehicle information, which can more accurately adapt to the current state of the vehicle, avoid insufficient electricity due to factors such as delayed departure of the vehicle and changes in road conditions, and ensure that the vehicle arrives at the next charging point or repair shop smoothly. Differentiated maintenance plans based on the usage rate and degree of failure of charging piles have greatly improved the pertinence and efficiency of charging pile maintenance work and reduced overall operation and maintenance costs. When determining that the cause of excessive loss includes charging pile failure, the real-time charging price is inversely proportional to the loss rate of the charging pile. The more serious the failure and the higher the loss rate of the charging pile, the lower the charging price, ensuring that charging vehicles will not bear additional costs due to charging pile failures, providing users with more fair and reasonable charging costs. When excessive loss is not caused by charging pile failure, determining the charging price based on the grid load status can balance the grid load and optimize the allocation of power resources.

[0156] The above describes the energy-saving control method of the new energy vehicle charging pile in the embodiment of the present application. The following describes the energy-saving control system of the charging pile in the embodiment of the present application in detail in combination with the above-mentioned energy-saving control method of the new energy vehicle charging pile.

[0157] See also Figure 4 , which is a schematic diagram of an exemplary hardware structure of a charging pile energy-saving control system in an embodiment of the present application.

[0158] In some embodiments, the charging pile energy-saving control system 400 includes a computer device, which may be a terminal device. The computer device includes a processor 401, a memory 402, a sensor module 403, a communication module 404, an input device 405, and an output device 406 connected via a system bus. Among them, the processor 401 of the computer device is used to provide computing and control capabilities. The memory 402 of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database is used to store data. The sensor module 403 of the computer device is used to collect real-time operating data during the charging process of the charging pile to the vehicle, including operating data such as voltage, current, and temperature. The communication module 404 of the computer device is used to communicate with the on-board system and battery management system of the charging vehicle. The input device 405 of the computer device is used to receive information such as the destination input by the user. The output device 406 of the computer device is used to display information such as charging price and charging power. When the computer program is executed by the processor 401, the energy-saving control method of the new energy vehicle charging pile in the embodiment of the present application is implemented.

[0159] Those skilled in the art will understand that Figure 4 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0160] In some embodiments of the present application, a computer-readable storage medium is provided, including instructions. When the instructions are executed on the charging pile energy-saving control system 400, the charging pile energy-saving control system 400 can execute the new energy vehicle charging pile energy-saving control method in the embodiment of the present application.

[0161] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

[0162] As used in the above embodiments, the term "when..." may be interpreted to mean "if..." or "after..." or "in response to determining..." or "in response to detecting...", depending on the context. Similarly, the phrases "upon determining..." or "if (the stated condition or event) is detected" may be interpreted to mean "if determining..." or "in response to determining..." or "upon detecting (the stated condition or event)" or "in response to detecting (the stated condition or event)", depending on the context.

[0163] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website site, computer, server or data center to another website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state hard disk), etc.

[0164] Those skilled in the art can understand that to implement all or part of the processes in the above-mentioned embodiments, the processes can be completed by computer programs to instruct related hardware, and the programs can be stored in computer-readable storage media. When the programs are executed, they can include the processes of the above-mentioned method embodiments. The aforementioned storage media include: ROM or random access memory RAM, magnetic disk or optical disk and other media that can store program codes.

Claims

1. A new energy vehicle charging pile energy-saving control method, characterized in that: include: When it is detected that the current charging pile is performing a charging operation, the real-time charging loss rate is calculated according to the output power of the current charging pile, the charging speed of the charging vehicle, and the battery capacity; When the real-time charging loss rate exceeds a preset loss rate threshold, the cause of excessive loss is determined according to the real-time charging loss rate and the current charging pile loss rate, where the current charging pile loss rate is the ratio of the difference between the output power and the actual input power input to the charging vehicle to the output power; When the cause of the excessive loss includes a charging pile failure, a driving path is determined according to the location information of the current charging pile and the destination of the charging vehicle, the driving path being one or more paths of the charging vehicle from the current charging pile to a target charging pile whose charging pile loss rate is within a preset threshold range and is closest to the current charging pile, and the target charging pile is one of all the charging piles that the charging vehicle passes on the way from the charging pile to the destination; Determine the minimum power of the charging vehicle according to the driving route, the congestion of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle, where the minimum power is the power that allows the charging vehicle to reach the target charging pile along the driving route; When the current power of the charging vehicle is less than the minimum power, the initial charging plan is updated according to the current grid load state, the output power and the remaining charging time, where the remaining charging time is the charging time required for the current power to reach the minimum power; Performing a charging operation on the charging vehicle according to the initial charging plan; When it is detected that the current power level is equal to the minimum power level, the charging operation is stopped.

2. The method according to claim 1, characterized in that When the real-time charging loss rate exceeds the preset loss rate threshold, determining the cause of excessive loss according to the real-time charging loss rate and the current charging pile loss rate specifically includes: Obtaining the input power of the charging gun of the current charging pile input to the charging vehicle; Calculate the current charging pile loss rate according to the input power and the output power; Determining a normal vehicle loss rate of the charging vehicle according to historical charging data of the charging vehicle; According to the current charging pile loss rate, the real-time charging loss rate and the normal vehicle loss rate, determine the excessive loss reason why the real-time charging loss rate exceeds the preset loss rate threshold.

3. The method according to claim 2, characterized in that After the step of determining the excessive loss reason of the real-time charging loss rate exceeding the preset loss rate threshold according to the current charging pile loss rate, the real-time charging loss rate and the normal vehicle loss rate, the method further includes: When the cause of the excessive loss includes a vehicle failure, determining a real-time vehicle loss rate of the charging vehicle according to the real-time charging loss rate and the current charging pile loss amount; Determining a first charging fault level of the vehicle according to the real-time vehicle loss rate and the normal vehicle loss rate; When the first charging fault level is a preset fault level, a path of the charging vehicle from the location of the charging pile to a target vehicle repair shop is obtained as a driving path, and the target vehicle repair shop is a repair shop frequently visited by the charging vehicle.

4. The method according to claim 1, characterized in that: The determining the minimum power of the charging vehicle according to the driving route, the path congestion of the driving route, the historical driving record of the charging vehicle and the vehicle information of the charging vehicle specifically includes: Determining the amount of electric energy consumed by the charging vehicle when traveling along each path in the driving path according to the driving path, the path congestion condition of the driving path, and the historical driving record of the charging vehicle; The highest power consumption among all power consumptions is obtained as the target power consumption; The minimum power of the charging vehicle is determined according to the target power consumption and the vehicle information of the charging vehicle.

5. The method according to claim 2, characterized in that: After the step of determining the excessive loss reason of the real-time charging loss rate exceeding the preset loss rate threshold according to the current charging pile loss rate, the real-time charging loss rate and the normal vehicle loss rate, the method further includes: When the cause of the excessive loss includes a fault in the charging pile, obtaining a total historical charging time of the current charging pile within a preset time period; Calculate the usage rate of the current charging pile according to the total historical charging time and the duration of the preset time period; A maintenance plan for the current charging pile is determined according to the current charging pile loss rate and the usage rate, wherein the maintenance plan includes no maintenance, charging fault maintenance, and all fault maintenance.

6. The method according to claim 5, characterized in that The determining, according to the current charging pile loss rate and the usage rate, a maintenance plan for the current charging pile specifically includes: Determining a second charging fault level of the current charging pile according to the current charging pile loss rate; According to the second charging fault level, obtaining a charging repair cost corresponding to the second charging fault level in a charging fault repair cost table; Determine other fault conditions of the current charging pile according to the real-time operation data of the current charging pile; Determine other maintenance costs of the current charging pile according to other fault conditions of the current charging pile and other fault maintenance cost tables; A maintenance plan for the current charging pile is determined according to the usage rate, the charging maintenance cost and the other maintenance costs.

7. The method according to claim 2, characterized in that After the step of determining the excessive loss reason of the real-time charging loss rate exceeding the preset loss rate threshold according to the current charging pile loss rate, the real-time charging loss rate and the normal vehicle loss rate, the method further includes: When the cause of the excessive loss includes a fault of the charging pile, a first charging price is calculated according to a preset first calculation method according to the current grid load state and the current charging pile loss rate as the real-time charging price of the current charging pile, and the first charging price is inversely proportional to the current charging pile loss rate; When the cause of the excessive loss does not include the failure of the charging pile, according to the current grid load state, obtaining a preset second charging price corresponding to the current grid load state as the real-time charging price of the current charging pile; The charging price of the current charging pile is dynamically updated according to the real-time charging price.

8. The method according to claim 1, characterized in that After the step of stopping the charging operation when detecting that the current power level is equal to the minimum power level, the method further includes: When it is detected that the charging gun of the charging pile has not been unplugged within a preset time, the minimum power is updated according to the driving route, the real-time path congestion of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle; When the current power level is less than the minimum power level, the charging vehicle is recharged so that the real-time power level of the charging vehicle reaches the minimum power level.

9. A charging pile energy-saving control system, characterized in that: The system comprises a charging pile and a server, wherein the server comprises: one or more processors and a memory; The memory is coupled to the one or more processors, and the memory is used to store computer program codes, wherein the computer program codes include computer instructions, and the one or more processors call the computer instructions to enable the charging pile energy-saving control system to execute the method as described in any one of claims 1-8.

10. A computer-readable storage medium storing computer instructions, characterized in that: When the computer instructions are executed on the charging pile energy-saving control system, the charging pile energy-saving control system executes the method as described in any one of claims 1 to 8.

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