An energy-saving control method, system and medium for a new energy vehicle charging pile

Abstract

A method, system and medium for energy-saving control of a new energy vehicle charging pile, which relates to the technical field of power devices for electric vehicles. The method includes: when it is detected that the current charging pile is performing a charging operation, calculating the real-time charging loss rate; when the real-time charging loss rate exceeds a preset loss rate threshold, determining the reason for excessive loss; when the reason for excessive loss includes a charging pile failure, determining the driving route of the charging vehicle from the current charging pile to the target charging pile with the loss rate within the preset threshold range and the shortest distance; determining the minimum power that can enable the charging vehicle to drive along the driving route to reach the target charging pile; when the current power of the charging vehicle is less than the minimum power, updating the charging plan; performing a charging operation on the charging vehicle according to the charging plan; and when it is detected that the current power is equal to the minimum power, stopping the charging operation. Implementing the above technical solution reduces the amount of electric energy loss during vehicle charging and improves the energy utilization efficiency.

Description

Technical Field

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

[0002] With the global emphasis on environmental protection and sustainable development, new energy vehicles, as a green means of transportation, have been widely promoted. As an important supporting facility for new energy vehicles, the number and usage frequency of charging piles are also increasing continuously.

[0003] Currently, charging piles mainly communicate and interact with vehicles through standard charging protocols. When a vehicle is connected to a charging pile, the charging pile obtains basic information about the vehicle's battery according to the protocol, such as battery capacity, remaining power, maximum allowable charging current and voltage, etc. Subsequently, according to the pre-set charging strategy, the output power is dynamically adjusted to achieve efficient charging.

[0004] However, during the charging process of the charging pile charging the vehicle, when the charging pile fails, it will cause the electric energy in the charging process to not be transmitted and converted normally, and a large amount of electric energy is wasted unnecessarily in the transmission line or inside the charging pile, resulting in an excessively high power loss during the charging process, thus causing the problem of energy waste and affecting the economy of new energy vehicle charging and the energy utilization efficiency. Summary of the Invention

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

[0006] In a first aspect, the present application provides an energy-saving control method for a new energy vehicle charging pile. The method includes: when it is detected that the current charging pile is performing a charging operation, calculating a 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 reason for excessive loss 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 input power actually supplied to the charging vehicle to the output power; when the reason for excessive loss includes a charging pile failure, determining a driving route according to the location information of the current charging pile and the destination of the charging vehicle, where the driving route is one or more routes for the charging vehicle to drive from the current charging pile to the target charging pile with the charging pile loss rate within the preset threshold range and the closest to the current charging pile, and the target charging pile is one of all the charging piles passed by the charging vehicle on the way from the charging pile to the destination; determining the minimum power of the charging vehicle according to the driving route, the traffic jam situation 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 can enable the charging vehicle to drive to the target charging pile according to the driving route; 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 state, the output power, and the remaining charging duration, where the remaining charging duration is the charging duration required to make the current power reach the minimum power; performing a charging operation on the charging vehicle according to the initial charging plan; and when it is detected that the current power is equal to the minimum power, stopping the charging operation.

[0007] By adopting the above technical solution, through 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 power loss during the charging process is too high) and the reason for excessive loss is a charging pile failure, the position of other normal charging piles closest to the current faulty charging pile is obtained, and according to the position of the current faulty charging pile and the position of other normal charging piles, the power value required for the vehicle to drive from the current faulty charging pile to other normal charging piles is determined, and the vehicle is charged according to this power value. When the power of the vehicle reaches this power value, charging the vehicle is stopped, and the vehicle is driven to other normal charging piles to perform a charging operation again, which can guide the vehicle to the target charging pile with a lower loss rate to complete charging, avoiding power waste and low charging efficiency caused by charging pile failures, reducing the power loss during the vehicle charging process, and improving the energy utilization efficiency. At the same time, the method of obtaining electric energy from the charging pile is flexibly selected according to the current grid load state, output power, and remaining charging duration. When the grid load is low, electric energy is preferentially obtained from the grid to charge the vehicle, making full use of the idle power resources of the grid and avoiding waste and backlog of electricity; while when the grid load is too high, electric energy stored in the preset storage battery is obtained to charge the vehicle, effectively relieving 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 reason for excessive loss is determined according to the real-time charging loss rate and the current charging pile loss rate, which specifically includes: obtaining the input power input from the charging gun of the current charging pile to the charging vehicle; calculating the current charging pile loss rate according to the input power and the output power; determining the normal vehicle loss rate of the charging vehicle according to the historical charging data of the charging vehicle; and determining the reason for excessive loss when the real-time charging loss rate exceeds 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.

[0009] By adopting the above technical solution, by obtaining the input power input from 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 reason for excessive charging loss rate includes a charging pile failure. By combining the historical charging data of the vehicle, the normal loss rate of the vehicle is determined, and then compared with the actual loss rate of the vehicle calculated from the charging pile loss rate and the real-time charging loss rate to determine whether the reason for excessive charging loss rate includes a charging pile failure. By judging the reason for 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 when the real-time charging loss rate exceeds 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 reason for excessive loss includes a vehicle failure, determining the 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 the first charging fault level of the vehicle according to the real-time vehicle loss rate and the normal vehicle loss rate; and when the first charging fault level is a preset fault level, obtaining the path from the location of the charging pile of the charging vehicle to the target vehicle repair shop as the driving path, where the target vehicle repair shop is the repair shop that the charging vehicle often goes to.

[0011] By adopting the above technical solution, by comparing the real-time vehicle loss rate with the normal vehicle loss rate to determine the vehicle charging fault level, the severity of the vehicle fault can be quantitatively evaluated. When the vehicle charging fault level reaches the preset standard, quickly obtaining the path of the repair shop that the vehicle often goes to can not only enable the vehicle owner to perform professional repairs on the faulty vehicle in time, avoid more electrical energy waste caused by continuous charging due to vehicle faults, but also help reduce the potential safety risks caused by vehicle faults, and ensure the safety and stability of subsequent charging and driving of the vehicle.

[0012] In some embodiments in combination with some embodiments of the first aspect, the minimum power of the charging vehicle is determined according to the driving route, the path congestion condition of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle. Specifically, it includes: determining the power consumption of the charging vehicle when driving on each path in the driving route according to the driving route, the path congestion condition of the driving route, and the historical driving record of the charging vehicle; obtaining the highest power consumption among all power consumptions as the target power consumption; and determining the minimum power of the charging vehicle according to the target power consumption and the vehicle information of the charging vehicle.

[0013] By adopting the above technical solution, by comprehensively considering the driving route, the path congestion condition, and the vehicle historical driving record, the power consumption of the vehicle under different driving routes can be accurately estimated. Determining the highest power consumption among all possible paths as the target power consumption fully considers the most unfavorable driving conditions, ensuring that the vehicle can have enough power to reach the target charging pile or repair shop even under complex road conditions. Then, combining the vehicle's own information to determine the minimum power makes this power value more in line with the actual needs of the vehicle. This method provides sufficient but not excessive power guarantee for the vehicle, avoiding the vehicle being unable to reach the target charging pile due to insufficient power, and at the same time preventing energy waste caused by overcharging, further improving the energy utilization efficiency and optimizing the overall coordination of charging planning and vehicle driving.

[0014] In some embodiments in combination with some embodiments of the first aspect, after the step of determining the reason for excessive loss when the real-time charging loss rate exceeds 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 reason for excessive loss includes a charging pile failure, obtaining the total historical charging duration of the current charging pile within a preset time period; calculating the utilization rate of the current charging pile according to the total historical charging duration and the duration of the preset time period; and determining the maintenance plan for the current charging pile according to the current charging pile loss rate and the utilization rate, where the maintenance plan includes not performing maintenance, performing maintenance on charging faults, and performing all fault maintenance.

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

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

[0017] With the above technical solution, when the excessive loss is due to a charging pile fault, the maintenance strategy is flexibly selected according to the usage rate of the charging pile: for charging piles with a low usage rate, it is possible to choose not to perform maintenance or only repair the charging fault to avoid unnecessary maintenance costs; while for charging piles with a high usage rate, a comprehensive maintenance is carried out to ensure its normal operation. By comprehensively considering the charging pile loss rate and usage rate to determine the maintenance plan, it is possible to achieve refined management and optimized resource allocation of the charging pile, which not only improves the availability and reliability of the charging pile, extends the service life of the equipment, but also reduces the operating cost through accurate maintenance decisions and enhances the economic benefits of the charging pile operator.

[0018] In some embodiments in combination with some embodiments of the first aspect, after the step of determining the cause of excessive loss when the real-time charging loss rate exceeds 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 excessive loss includes a charging pile fault, calculating a first charging price as the real-time charging price of the current charging pile according to the current grid load state and the current charging pile loss rate according to a preset first calculation method, and the first charging price is inversely proportional to the current charging pile loss rate; when the cause of excessive loss does not include a charging pile fault, obtaining a preset second charging price corresponding to the current grid load state as the real-time charging price of the current charging pile according to the current grid load state; and dynamically updating the charging price of the current charging pile according to the real-time charging price.

[0019] With the above technical solution, when it is determined that the reason for excessive loss includes the charging pile failure, the real-time charging price is inversely proportional to the loss rate of the charging pile. The charging pile with more serious faults and higher loss rates has a lower charging price. This pricing mechanism clearly distinguishes the responsibility for the charging pile failure and the vehicle charging loss, ensuring that the charging vehicle will not bear additional costs due to the charging pile failure. The price is reduced because the loss is a problem of the charging pile itself, rather than the charging vehicle. Therefore, 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 the charging pile operator to repair the fault in time, reduce the loss, and at the same time provide a more fair and reasonable charging cost for users. When the excessive loss is not caused by the charging pile failure, the charging price is determined according to the grid load status, which can effectively guide users to reduce charging behavior during the peak grid load or increase charging during the low valley, so as to balance the grid load and optimize 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 battery level is equal to the minimum battery 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 period, updating the minimum battery level according to the driving route, the real-time route congestion situation of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle; when the current battery level is less than the minimum battery level, recharging the charging vehicle to make the real-time battery level of the charging vehicle reach the minimum battery level.

[0021] With the above technical solution, when it is detected that the charging gun has not been unplugged within the preset time period, it means that the vehicle may not have traveled as originally planned. At this time, re-evaluating the real-time route congestion situation and updating the minimum battery level in combination with the historical driving record and vehicle information can more accurately adapt to the current state of the vehicle. If the updated minimum battery level is higher than the current battery level, recharging in time can ensure that the vehicle's battery level can always meet the demand for it to travel to the target charging pile, avoiding insufficient battery power caused by factors such as the vehicle's delayed departure and road condition changes, ensuring the vehicle can smoothly reach the next charging point, and effectively improving the reliability and adaptability of the charging plan.

[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. Among them, 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. The one or more processors call the computer instructions to make the charging pile energy-saving control system execute the method described in the first aspect and any possible implementation manner in the first aspect.

[0023] In a third aspect, an embodiment of the present application provides a computer-readable storage medium, including instructions, which, when running on the charging pile energy-saving control system, cause the charging pile energy-saving control system to execute the method described in the first aspect and any possible implementation manner in 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 by the present application. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method, which will not be elaborated here.

[0025] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0026] 1. By monitoring 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 power loss during the charging process is too high) and the reason for the excessive loss is a charging pile failure, the position of the nearest other normal charging pile to the current faulty charging pile is obtained, and based on the position of the current faulty charging pile and the position of the other normal charging piles, the power value required for the vehicle to travel from the current faulty charging pile to the other normal charging piles is determined. The vehicle is charged according to this power value, and when the vehicle's power reaches this power value, the charging of the vehicle is stopped, and the vehicle is made to travel to the other normal charging pile to perform the charging operation. This can guide the vehicle to complete the charging at the target charging pile with a lower loss rate, avoiding power waste and low charging efficiency caused by charging pile failures, reducing the power loss during the vehicle charging process, and improving the energy utilization efficiency.

[0027] 2. By obtaining the historical charging times of the current charging pile within a preset time period and calculating its utilization rate, and combining the utilization rate with the charging pile loss rate, the operating condition of the charging pile can be evaluated more comprehensively, and a differentiated maintenance plan can be formulated according to the operating condition of the charging pile, improving the pertinence and efficiency of the charging pile maintenance work, extending the service life of the charging pile, reducing the overall operation and maintenance cost, and enhancing the economic benefits of the charging pile operator.

[0028] 3. By dynamically adjusting the charging price, when it is determined that the reason for the excessive loss includes a charging pile failure, the real-time charging price is inversely proportional to the charging pile loss rate. The more serious the failure and the higher the loss rate of the charging pile, the lower its charging price, clearly distinguishing the responsibility attribution between the charging pile failure and the vehicle charging loss, ensuring that the charging vehicle will not bear additional costs due to the charging pile failure problem, and providing a more fair and reasonable charging cost for users. When the excessive loss is not caused by a charging pile failure, the charging price is determined according to the grid load status, effectively guiding users to reduce charging behavior during peak grid loads or increase charging during off-peak periods, thereby balancing the grid load and optimizing the allocation of power resources. Brief Description of the Drawings

[0029] Figure 1 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;

[0030] Figure 2 is a schematic flow diagram of the energy-saving control method for a new energy vehicle charging pile in an embodiment of the present application;

[0031] Figure 3 is another schematic flow diagram of the energy-saving control method for a new energy vehicle charging pile in an embodiment of the present application;

[0032] Figure 4 is a schematic diagram of an exemplary hardware structure of the energy-saving control system for a charging pile in an embodiment of the present application. Detailed Description of the Embodiment

[0033] 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 limit the present application. As used in the specification and claims of the present application, the singular forms "a", "an", "the", "above-mentioned", "said", and "this" are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in the present application refers to any or all possible combinations including one or more of the listed items.

[0034] Hereinafter, the terms "first" and "second" are only used for descriptive purposes, and cannot be construed as implying or suggesting relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the embodiments of the present application, unless otherwise specified, the meaning of "a plurality" is two or more.

[0035] Figure 1 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.

[0036] Please refer to Figure 1 , which shows a scenario where a public charging pile charges a new energy vehicle. On the left side of the figure is a public charging pile, which has a display screen and a charging gun. On the right side of the figure is a new energy vehicle. The public charging pile is connected to the new energy vehicle through the charging gun, thereby realizing the charging of the new energy vehicle.

[0037] In the related art, charging piles mainly communicate and interact with vehicles through standard charging protocols. When a vehicle is connected to a charging pile, the charging pile obtains basic information about the vehicle's battery according to the protocol, such as battery capacity, remaining power, maximum allowable 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, when a fault occurs in the charging pile, it will cause the electric energy during the charging process to not be transmitted and converted normally, and a large amount of electric energy is wasted in the transmission line or inside the charging pile, resulting in too high an electric energy loss during the charging process, thus causing the problem of energy waste and affecting the economy of new energy vehicle charging and the energy utilization efficiency.

[0038] By adopting the new energy vehicle charging pile energy-saving control method 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 (that is, the electric energy loss during the charging process is too high), and the reason for the excessive loss is a fault in the charging pile, obtain the position of the other normal charging piles closest to the current faulty charging pile, and according to the position of the current faulty charging pile and the positions of the other normal charging piles, determine the amount of electric energy required for the vehicle to travel from the current faulty charging pile to the other normal charging piles, charge the vehicle according to this amount of electric energy, and when the vehicle's electric energy reaches this amount of electric energy, stop charging the vehicle, so that the vehicle travels to the other normal charging piles and then performs the charging operation, which can reduce the electric energy loss during the vehicle charging process and improve the energy utilization efficiency.

[0039] The following combines Figure 2 to illustrate the method of the embodiment of the present application.

[0040] Please refer to Figure 2 , which is a schematic flowchart of the new energy vehicle charging pile energy-saving control method in the embodiment of the present application.

[0041] S201. When it is detected that the current charging pile is performing a charging operation, calculate the real-time charging loss rate according to the output power of the current charging pile and the charging speed of the charging vehicle.

[0042] Specifically, various sensors set inside the current charging pile are used to periodically obtain the real-time operation data of the current charging pile. These sensors include but are not limited to current sensors, voltage sensors, etc., which can accurately sense various operation parameters of the charging pile. When it is detected that the charging current is greater than a preset minimum threshold and the charging switch is in the closed state, it is determined that the charging pile is performing a charging operation.

[0043] When it is detected that the current charging pile is performing a charging operation, obtain the input power from the power grid or a preset storage battery input into the current charging pile per unit time. If the charging pile obtains electrical energy from the power grid, use the electrical energy metering device inside the charging pile to obtain the voltage and current input from the power grid. According to the voltage and current, calculate the input power from the power grid into the charging pile per unit time according to the power calculation formula (power = voltage × current). If the charging pile obtains electrical energy from a 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 from the storage battery into the charging pile per unit time according to the above power calculation formula.

[0044] According to the input power and the preset power conversion efficiency of the current charging pile, calculate the output power of the current charging pile (output power = input power × power conversion efficiency). Since the charging pile usually converts the obtained electrical energy during the charging process of the charging vehicle and then outputs the converted electrical energy as the output power to the charging vehicle, and there will be a certain amount of electrical energy loss during the electrical energy conversion process, therefore, the output power of the charging pile can be calculated through the electrical energy obtained by the charging pile and the power conversion efficiency. This output power is the theoretical output power of the charging pile to the charging vehicle when it is working normally.

[0045] Then, establish communication with the battery management system (BMS) of the charging vehicle to obtain the charging speed and battery capacity 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 according to parameters such as the voltage, current, and temperature of the battery. Calculate the product of the charging speed and the battery capacity and divide it by the unit time to obtain the battery input power input into the vehicle battery per unit time.

[0046] Finally, calculate the real-time charging loss rate through the formula "real-time charging loss rate = (output power of the current charging pile - battery input power) ÷ output power of the current charging pile × 100%". This loss rate comprehensively reflects all the energy loss situations from the output of electrical energy from the charging pile to the vehicle and the process of the vehicle storing electrical energy in the battery.

[0047] S202. When the real-time charging loss rate exceeds the preset loss rate threshold, determine the reason for excessive loss according to the real-time charging loss rate and the loss rate of the current charging pile.

[0048] Among them, the loss rate of the current charging pile is the ratio of the difference between the output power and the actual input power given to the charging vehicle to the output power.

[0049] Specifically, the voltage and current actually input to the vehicle are obtained through sensors built into the charging gun of the current charging pile. Based on the voltage and current, the actual input power to the vehicle is calculated using a power calculation formula. The current charging pile loss rate is calculated by calculating the difference between the current charging pile output power and the input power, and then dividing it by the output power.

[0050] If the current charging pile loss rate is within the preset normal charging pile loss rate range, the excessive loss is determined to be caused by a vehicle malfunction. If the current charging pile loss rate is not within the preset normal charging pile loss rate range, the normal range of vehicle charging loss rates corresponding to the vehicle model of the charging vehicle is obtained from the preset vehicle charging loss rate table. The difference between the current charging pile loss rate and the real-time charging loss rate is calculated. If the difference is within the normal range of the vehicle charging loss rate, the excessive loss is determined to be caused by a charging pile malfunction. If the difference is not within the normal range of the vehicle charging loss rate, the excessive loss is determined to be caused by both a charging pile malfunction and a vehicle malfunction.

[0051] S203: When the cause of the excessive loss includes a charging pile failure, determine a driving route based on the current location information of the charging pile and the destination of the charging vehicle.

[0052] Among them, the driving route is one or more paths where the charging vehicle travels from the current charging pile 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.

[0053] Specifically, if the cause of excessive loss is a charging pile failure, the location of the current charging pile is obtained through the charging pile's built-in positioning module. Simultaneously, data is exchanged with the charging vehicle's navigation system to obtain the charging vehicle's destination information, or the destination information entered by the charging vehicle driver through the charging pile display or mobile phone software.

[0054] The map database is called to obtain one or more paths for the charging vehicle to travel from the current charging station to the destination. The map database includes detailed road network information (including various road types and road connectivity, road direction, number of lanes, etc.), geographic coordinate data (including the geographic coordinates of all road nodes, landmark buildings, charging stations, etc.), charging station information (including location information, real-time charging status information, real-time charging station loss rate, etc.), and real-time traffic information (including road congestion, traffic accident information, construction section information, etc.). This information can be obtained through cooperation with traffic management departments or third-party traffic data providers and is updated in real time.

[0055] 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, filter out one or more charging piles whose charging pile loss rate is within the preset threshold range to obtain a set of charging pile information. According to the location information of the current charging pile and the location information of each charging pile in the set of charging pile information, calculate the distance between the current charging pile and each charging pile in the set of charging pile information through a distance calculation method (such as calculating the straight-line distance based on the Haversine formula of longitude and latitude, or calculating the actual driving distance based on road network information, etc.).

[0056] Finally, find the charging pile corresponding to the shortest distance from the calculated distances and determine it as the target charging pile. Taking the current charging pile as the starting point and the target charging pile as the end point, call the map database to obtain one or more driving paths for the charging vehicle to drive from the current charging pile to the target charging pile.

[0057] S204. Determine the minimum power of the charging vehicle according to the driving path, the path congestion situation of the driving path, the historical driving records of the charging vehicle, and the vehicle information of the charging vehicle.

[0058] Among them, the minimum power is the power that can enable the charging vehicle to drive to the target charging pile or destination according to the driving path.

[0059] Specifically, first call the map database 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 highways, urban roads, etc.) and their corresponding path lengths, congestion situations, etc.

[0060] Next, perform data interaction with the in-vehicle system of the charging vehicle to obtain the historical driving records of the charging vehicle. Traverse all the historical driving records and extract the historical energy consumption data similar to the above road types and their corresponding congestion situations from the historical driving records. Obtain the maximum energy consumption in the historical energy consumption data as the estimated energy consumption (i.e., estimated power) corresponding to the above road type. According to the estimated energy consumption and path length of each road type in the path information of the target path, calculate the initial energy consumption of each road type, and calculate the sum of all initial energy consumptions 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.

[0061] Then, obtain the vehicle information of the charging vehicle, including the battery capacity and vehicle model, etc. Obtain the energy consumption correction coefficient corresponding to the vehicle model in the correction coefficient table. Calculate the corrected total energy consumption (i.e., corrected power) based on the energy consumption correction coefficient and the initial total energy consumption. This correction coefficient table is a coefficient used to adjust the initial total energy consumption to make it more in line with the actual energy consumption of a specific vehicle. It is obtained by analyzing and statistically processing the energy consumption data of a large number of different vehicle models under various road conditions, and can reflect the characteristics and differences of different vehicle models in terms of energy consumption, making the calculated total energy consumption more accurately reflect the actual energy consumption demand of the vehicle on the target path.

[0062] Finally, add the corrected power to the preset safety power margin to calculate the minimum power of the charging vehicle. This safety power margin is used to cope with possible unexpected situations, such as sudden changes in road conditions, vehicle failures, etc.

[0063] S205. When the current power of the charging vehicle is less than the minimum power, update the initial charging plan according to the current grid load status, output power, and remaining charging duration.

[0064] Among them, the remaining charging duration is the charging duration required to make the current power reach the minimum power.

[0065] Specifically, the system establishes a communication connection with the power grid management system to obtain information such as the peak-valley period information of the current power grid. If the current time point is in the peak period, it is determined that the power grid is in a high-load state. If the current time point is in the valley period, it is determined that the power grid is in a low-load state. If the current time point is not in the peak period and not in the valley period, it is determined that the power grid is in a medium-load state. Among them, the peak period refers to the time period with high electricity demand and large power load in a day, and the valley period refers to the time period with low electricity demand and light power load in a day.

[0066] Calculate the remaining charging duration. Calculate the difference between the current power and the minimum power. Calculate the remaining charging duration of the charging vehicle based on the charging speed of the charging vehicle and the difference.

[0067] When the current power of the charging vehicle is less than the minimum power, determine the charging plan of the charging pile according to the current load status of the power grid. Calculate the input duration for the storage battery to input electrical energy to the charging pile based on the current power of the preset storage battery and the electrical energy consumed for delivering to the charging pile per unit time.

[0068] When the load state is a high load state, calculate the duration from the current time point to the next valley period. If the duration is less than or equal to the input duration, determine that the charging scheme is that the charging pile first obtains input electric energy from the storage battery, and when the power of the storage battery is lower than the preset threshold, obtains input electric energy from the power grid; if the duration is greater than the input duration, determine that the charging scheme is that the charging pile first obtains input electric energy from the storage battery, and when the current time point reaches the valley period, obtains input electric energy from the power grid.

[0069] When the load state is a low load state or a medium load state, calculate the duration from the current time point to the next peak period. If the duration is greater than or equal to the remaining charging duration, determine that the charging scheme is that the charging pile obtains input electric energy from the power grid; if the duration is less than the remaining charging duration, calculate the duration difference between the duration and the remaining charging duration. If the duration difference is less than or equal to the input duration, determine that the charging scheme is that the charging pile first obtains input electric energy from the power grid, and when the current time point reaches the peak period, obtains input electric energy from the storage battery; if the duration difference is greater than the input duration, determine that the charging scheme is that the charging pile first obtains input electric energy from the power grid, and when the current time point reaches the peak period, obtains input electric energy from the storage battery, and when the power of the storage battery is lower than the preset threshold, obtains input electric energy from the power grid again.

[0070] When the current power of the charging vehicle is greater than or equal to the minimum power, stop the charging operation of the current charging pile.

[0071] S206. Perform a charging operation on the charging vehicle according to the initial charging scheme.

[0072] According to the initial charging scheme, within a specified time period, control the charging pile to obtain input electric energy from the corresponding electric energy acquisition object, and after performing corresponding electric energy conversion on the input electric energy, output it to the charging vehicle. Among them, the electric energy acquisition objects include the power grid and a preset storage battery.

[0073] S207. When it is detected that the current power is equal to the minimum power, stop the charging operation.

[0074] Obtain the real-time power of the charging vehicle in real time, compare the real-time power with the minimum power. When it is detected that the real-time power is equal to the minimum power, send an instruction to stop charging to the current charging pile, and send the target path and the location of the target charging pile to the charging vehicle. After receiving the instruction, the current charging pile stops delivering electric energy to the charging vehicle.

[0075] In the embodiments of the present application, by monitoring the real-time charging loss rate during the vehicle charging process, when it is detected that the charging loss rate is too large (i.e., the power loss during the charging process is too high) and the reason for the excessive loss is a charging pile failure, the position of the other normal charging piles closest to the current faulty charging pile is obtained, and based on the position of the current faulty charging pile and the positions of the other normal charging piles, the power value required for the vehicle to travel from the current faulty charging pile to the other normal charging piles is determined. The vehicle is charged according to this power value, and when the power of the vehicle reaches this power value, the charging of the vehicle is stopped, and the vehicle is made to travel to the other normal charging piles for further charging operations, which can reduce the power loss during the vehicle charging process and improve the energy utilization efficiency. At the same time, the way of obtaining electric energy from the charging pile is flexibly selected according to the current power grid load status, output power, and remaining charging duration. When the power grid load is low, priority is given to obtaining electric energy from the power grid to charge the vehicle, making full use of the idle power resources of the power grid and avoiding waste and backlog of electricity; while when the power grid load is too high, the electric energy in the preset storage battery is obtained to charge the vehicle, effectively relieving the power supply pressure of the power grid and avoiding power grid overload.

[0076] The following will further illustrate the method of the embodiments of the present application in conjunction with Figure 3 to further illustrate the method of the embodiments of the present application.

[0077] Please refer to Figure 3 , which is another flow schematic diagram of the energy-saving control method for new energy vehicle charging piles in the embodiments of the present application.

[0078] S301. Calculate the real-time charging loss rate.

[0079] Step S301 is similar to step S201 in the embodiment shown in Figure 2 , and reference can be made to the description in step S201, which will not be elaborated here.

[0080] S302. Obtain the input power from the charging gun of the current charging pile to the charging vehicle.

[0081] The voltage and current actually input to the charging vehicle by the charging gun are obtained through the sensors built in the charging gun of the current charging pile, and the voltage and current are substituted into the power calculation formula to calculate the input power from the charging gun to the charging vehicle.

[0082] S303. Calculate the loss rate of the current charging pile according to the input power and output power.

[0083] Calculate the ratio of the difference between the input power and the output power to the output power to obtain the loss rate of the current charging pile.

[0084] S304. Determine the normal vehicle loss rate of the charging vehicle according to the historical charging data of the charging vehicle.

[0085] Specifically, based on the historical charging data of the charging vehicle, obtain the historical charging speed data of the charging vehicle. These data include data such as the charging speed and the number of charging times each time the vehicle charges. Preprocess the data to remove significantly incorrect or abnormal data points.

[0086] Sort the historical charging speed data in chronological order. According to the number of charging times, group the historical charging speed data at certain charging - time intervals. For example, group every 10 charging times as a group. Group the charging speeds from the 1st to the 10th charging as one group, and group the charging speeds from the 11th to the 20th charging as another group, etc. For the charging speed data within each group, calculate the average value or the median value, which represents the charging speed corresponding to the number of charging times in this group.

[0087] Using the number of charging times as the abscissa and the charging speed as the ordinate, through curve - fitting algorithms (such as polynomial fitting algorithm, linear fitting algorithm, and quadratic fitting algorithm, etc.), fit the processed data points to obtain a fitting curve equation that reflects the changing trend of the charging speed with the number of charging times.

[0088] According to the number of charging times of the current charging vehicle, based on the fitting curve equation, calculate the predicted charging speed corresponding to the current number of charging times.

[0089] According to the input power from the charging gun of the current charging pile to the charging vehicle and the battery capacity of the vehicle, calculate the percentage of the electric quantity that should be increased in the vehicle battery per unit time theoretically, that is, the theoretical charging speed.

[0090] Finally, substitute the difference between the predicted charging speed and the theoretical charging speed and the battery capacity of the vehicle into the pre - set loss rate calculation formula to calculate the normal vehicle loss rate of the current charging vehicle.

[0091] S305: Determine the reason for excessive loss when the real - time charging loss rate exceeds the pre - set loss rate threshold according to the current charging pile loss rate, the real - time charging loss rate, and the normal vehicle loss rate.

[0092] 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 reason for excessive loss is a vehicle fault; 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 this difference and the normal vehicle loss rate is within the preset error range, it is determined that the reason for excessive loss is a charging pile fault; if the difference between this difference and the normal vehicle loss rate is not within the preset error range, it is determined that the reason for excessive loss is both a charging pile fault and a vehicle fault. Among them, the difference reflects the actual power loss rate during the process of electric energy entering the vehicle charging port and then being transmitted to the battery during vehicle charging. The normal vehicle loss rate is the power loss rate caused by inevitable loss factors such as the gradual decline of the vehicle battery performance or the gradual aging of the transmission line during vehicle use as the number of charging times increases. If the actual power loss rate differs greatly from the normal vehicle loss rate, it indicates that the vehicle may have a fault situation.

[0093] S306. When the reason for excessive loss includes a charging pile fault, determine the driving route.

[0094] Step S306 is similar to Figure 2 Step S203 in the illustrated embodiment, and reference can be made to the description in Step S203, which will not be elaborated here.

[0095] S307. When the reason for excessive loss includes a vehicle fault, determine the real-time vehicle loss rate of the charging vehicle.

[0096] When the reason for excessive loss includes a vehicle fault, calculate the difference between the real-time charging loss rate and the current charging pile loss amount to obtain the real-time vehicle loss rate of the charging vehicle.

[0097] S308. Determine the first charging fault level of the vehicle according to the real-time vehicle loss rate and the normal vehicle loss rate.

[0098] Calculate the difference between the real-time vehicle loss rate and the normal vehicle loss rate. If the difference is within the preset range, it is determined that the first charging fault level of the vehicle is level one; if the difference is within the preset second range, it is determined that the first charging fault level of the vehicle is level two; if the difference is greater than the maximum value of the preset second range, it is determined that the first charging fault level of the vehicle is level three.

[0099] Among them, level one indicates that the vehicle fault is minor, level two indicates that the vehicle fault is relatively serious, and level three indicates that the vehicle fault is serious.

[0100] S309. When the first charging fault level is the preset fault level, obtain the driving route of the charging vehicle from the position of the charging pile to the target vehicle repair shop.

[0101] When the charging fault level is the preset fault level, obtain the path from the position of the charging vehicle at the charging pile to the target vehicle repair shop as the driving path.

[0102] Wherein, the target vehicle repair shop is the repair shop that the charging vehicle often goes to.

[0103] Specifically, when the charging fault level is the preset fault level, obtain the historical driving paths of the charging vehicle, obtain the set of destination information for each historical driving path, and extract the set of destination names in the set of destination information whose destination names contain keywords related to vehicle repair. Count the frequency of occurrence of the name of each repair shop in the set of destination names, and select the repair shop name corresponding to the highest frequency as the name of the target vehicle repair shop. Obtain the repair shop location information in the destination information corresponding to the name of the target vehicle repair shop. Call the map database to obtain one or more driving paths from the current charging pile of the charging vehicle to the repair shop location.

[0104] S310. Determine the power consumption of the charging vehicle when driving along each path in the driving path.

[0105] According to the driving path, the path congestion situation of the driving path, and the historical driving record of the charging vehicle, determine the power consumption of the charging vehicle when driving along each path in the driving path.

[0106] Specifically, first call the map database to sequentially obtain the path information of each path in the driving path, including one or more road types (such as highways, urban roads, etc.) and their corresponding path lengths, congestion situations, etc.

[0107] According to the path information of each path in the driving path and the historical driving record of the charging vehicle, sequentially calculate the power consumption of the charging vehicle when driving along each path in the driving path.

[0108] The calculation of the power consumption of the charging vehicle when driving along the path in step S310 is Figure 2 similar to the calculation of the power consumption of the charging vehicle when driving along the path in step S204 in the embodiment shown, and reference can be made to the description in step S204, which will not be elaborated here.

[0109] S311. Obtain the highest power consumption among all power consumptions as the target power consumption.

[0110] Compare each power consumption among all power consumptions, and select the highest power consumption among all power consumptions as the target power consumption.

[0111] S312. Determine the minimum power of the charging vehicle according to the target power consumption and the vehicle information of the charging vehicle.

[0112] Among them, 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 battery level and current fuel level of the charging vehicle.

[0113] Specifically, data interaction is performed with the in-vehicle system of the charging vehicle to obtain the vehicle information of the charging vehicle.

[0114] When the vehicle type of the charging vehicle is a pure electric vehicle, the target power consumption is used as the minimum battery level of the charging vehicle.

[0115] When the vehicle type of the charging vehicle is a hybrid electric vehicle, if the charging pile loss rate is within the preset threshold range, the target power consumption is used as the minimum battery level of the charging vehicle. If the charging pile loss rate exceeds the preset threshold range, based on the fuel energy conversion characteristics of the vehicle and in combination with the pre-set fuel-electricity conversion relationship (for example, it is known that for this hybrid electric vehicle engine, every 1 liter of fuel consumed can be converted into x degrees of electricity, and this conversion coefficient can be obtained from the vehicle technical manual or parameters provided by the vehicle manufacturer), calculate the equivalent electricity that can be converted from the current fuel level. Subtract the equivalent electricity from the target power consumption to obtain the minimum battery level of the charging vehicle.

[0116] S313. When the current battery level of the charging vehicle is less than the minimum battery level, update the initial charging plan.

[0117] S314. Charge the charging vehicle according to the initial charging plan.

[0118] S315. When it is detected that the current battery level is equal to the minimum battery level, stop the charging operation.

[0119] Steps S313 - S315 are similar to Figure 2 Steps S205 - S207 in the embodiment shown. Refer to the description in steps S205 - S207, and details will not be elaborated here.

[0120] S316. When it is detected that the charging gun of the charging pile has not been unplugged within the preset duration, update the minimum battery level.

[0121] When it is detected that the charging gun of the charging pile has not been unplugged within the preset duration, update the minimum battery level according to the driving route, the real-time route congestion situation of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle.

[0122] Specifically, sensors such as mechanical microswitches can be installed at the plug-and-unplug interface of the charging gun of the charging pile to determine whether the charging gun is unplugged. When the charging gun is inserted, the switch is triggered and in a closed state; when the charging gun is unplugged, the switch pops up and becomes open. By monitoring the state of the microswitch in real time, it can be determined whether the charging gun is inserted. If the microswitch remains closed within a preset time period, it means that the charging gun has not been unplugged within the preset time period.

[0123] When it is detected that the charging gun of the charging pile has not been unplugged within the preset time period, the steps of S306 - S312 are re-executed above to update the minimum power according to the real-time road conditions.

[0124] S317. When the current power is less than the minimum power, recharge the charging vehicle again.

[0125] Obtain the current power of the charging vehicle. When the current power is less than the updated minimum power, re-execute the steps of S313 - S315 above to perform a charging operation on the charging vehicle so that the real-time power of the charging vehicle reaches the minimum power.

[0126] S318. When the reason for excessive loss includes a charging pile failure, obtain the total historical charging duration of the current charging pile within a preset time period.

[0127] Specifically, obtain the repair time point when the current charging pile was last repaired or the installation time point of the current charging pile. If there is a repair time point, the time period between the repair time point and the current time point is used as the preset time period. This preset time period is the time period between the time point when the charging pile had a charging failure last time and the time point when the charging failure occurs again currently. If there is no repair 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 never had a charging failure, this preset time period is the time period between the installation time point of the charging pile and the time point when the first charging failure occurs.

[0128] Obtain the charging record set from the repair time point or the installation time point to the current time point in the historical charging record set of the current charging pile. Traverse the charging record set to obtain the charging duration each time. Add up all the charging durations to get the total historical charging duration. Among them, each record in the historical charging record set is sorted in chronological order, and the charging record includes charging data such as the charging time period, charging duration, and charging income.

[0129] S319. Calculate the utilization rate of the current charging pile according to the total historical charging duration and the duration of the preset time period.

[0130] Calculate the ratio between the total historical charging duration and the duration of the preset time period to obtain the utilization rate of the current charging pile in the case of no charging failure.

[0131] S320. Determine the second charging fault level of the current charging pile according to the current charging pile loss rate.

[0132] 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.

[0133] Among them, level one indicates that the charging fault of the charging pile is minor, level two indicates that the charging fault of the charging pile is relatively serious, and level three indicates that the charging fault of the charging pile is serious.

[0134] S321. According to the second charging fault level, obtain the charging repair cost corresponding to the second charging fault level in the charging fault repair cost table.

[0135] Obtain the charging fault repair cost table of the current charging pile, and according to the second charging fault level, find the charging repair cost corresponding to the second charging fault level in this charging fault repair cost table. Among them, the repair cost table is a data table established and stored in the system database in advance. This table takes the charging fault level as the index and details the charging repair costs corresponding to different fault levels.

[0136] In some embodiments, voltage and current sensors can be set at various parts of the charging pile that transmit electric energy to monitor the power loss of each part in the process of the charging pile transmitting electric energy to the vehicle in real time. According to the power loss of each part, determine the fault level of each part. Finally, according to the fault level of each part and the repair cost table of each part, calculate the charging repair cost of the charging pile.

[0137] S322. Determine other fault conditions of the current charging pile according to the real-time operation data of the current charging pile.

[0138] Specifically, through the sensors and monitoring system built in the current charging pile, the operating data of the current charging pile is obtained in real time. The operating data includes the voltage and current of other parts in the charging pile that are not related to transmitting electric energy to the vehicle, such as the control circuit, monitoring module, etc.; environmental data such as temperature and humidity inside and around the charging pile; communication status (including signal strength, data transmission rate, and packet loss rate, etc.) between the charging pile and the background management system and the charging vehicle, etc. Based on the real-time operating data, it is determined whether there is abnormal data according to the preset thresholds and rules. For example, for voltage and current data, a normal operating range is set, and 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.

[0139] When abnormal data is detected in the real-time operating data, obtain the abnormal parts corresponding to the abnormal data. According to the offset value between the abnormal data and the normal data, determine the fault level of the abnormal parts. Integrate all abnormal parts and their corresponding fault levels to obtain other fault conditions of the current charging pile.

[0140] S323. Determine the other repair costs of the current charging pile according to the other fault conditions of the current charging pile and the other fault repair cost table.

[0141] Specifically, according to the other fault conditions of the current charging pile, determine the set of abnormal parts of the current charging pile, and this set of abnormal parts includes the abnormal parts and their corresponding fault levels. Obtain the other fault repair cost table of the current charging pile, and this other fault repair cost table includes different abnormal parts and the repair costs corresponding to different fault levels of each abnormal part. Obtain the repair costs in the other fault repair cost table that match each abnormal part and its corresponding fault level in the set of abnormal parts. Calculate the sum of all repair costs as the other repair costs of the current charging pile.

[0142] S324. Determine the repair plan of the current charging pile according to the usage rate, charging repair costs, and other repair costs.

[0143] Among them, the repair plan includes not performing repairs, performing repairs on charging faults, and performing repairs on all faults.

[0144] Specifically, traverse the charging record set to obtain the charging income for each charging. Add up all the charging incomes to obtain the actual income of the current charging pile within the preset time period.

[0145] When the usage rate is lower than the first preset threshold, it is determined that the repair plan of the current charging pile is not to perform repairs.

[0146] When the utilization rate is higher than the first preset threshold and lower than the second preset threshold, if the actual revenue is greater than the charging maintenance cost and less than the sum of the charging maintenance cost and other maintenance costs, it is determined that the maintenance plan is to repair the charging fault; if the actual revenue is greater than the charging maintenance cost and greater than the sum of the charging maintenance cost and other maintenance costs, it is determined that the maintenance plan is to repair all faults. If the actual revenue is less than the charging maintenance cost, it is determined that the maintenance plan for the current charging pile is not to perform maintenance.

[0147] When the utilization rate is higher than the second preset threshold, it is determined that the maintenance plan for the current charging pile is to repair all faults.

[0148] S325. When the reason for excessive loss includes a charging pile fault, according to the current power grid load status and the current charging pile loss rate, calculate the first charging price as the real-time charging price of the current charging pile according to the preset first calculation method.

[0149] Among them, the first charging price is inversely proportional to the current charging pile loss rate.

[0150] Specifically, when the reason for excessive loss includes a charging pile fault, according to the current power grid load status, find the initial charging price corresponding to the current power grid load status in the preset price correspondence table.

[0151] According to the current charging pile loss rate, 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, which 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 charging pile loss rate is relatively high (such as 5%-10%), the adjustment coefficient is 0.95, indicating that the price is appropriately reduced to compensate the user; if the charging pile loss rate is very high (such as above 10%), the adjustment coefficient is 0.92, indicating that the price is further reduced.

[0152] Multiply the initial charging price by the loss rate adjustment coefficient to obtain the first charging price as the real-time charging price of the current charging pile.

[0153] In some embodiments, the first charging price and the current charging pile loss rate may be directly proportional. By adjusting the adjustment coefficients in the adjustment coefficient table, make the adjustment coefficients all greater than 1, and the higher the loss rate, the greater the adjustment coefficient. For example, if the charging pile loss rate is relatively 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 above 10%), the adjustment coefficient is 1.3, indicating that the price is further increased.

[0154] By setting the first charging price to be directly proportional to the charging pile loss rate, the higher the loss rate, the higher the charging price, which can effectively reduce the user's willingness to use high-loss charging piles. This differential pricing strategy can significantly reduce the load pressure on faulty charging piles and avoid exacerbating the equipment damage due to continuous high-load operation. At the same time, the high-price strategy can intuitively reflect the inefficient operation state of the charging pile, guiding users to actively choose normal charging piles with lower loss rates, thereby reducing the ineffective loss of electric energy on faulty equipment.

[0155] S326. When the reason for excessive loss does not include a charging pile fault, obtain the preset second charging price corresponding to the current power grid load state as the real-time charging price of the current charging pile according to the current power grid load state.

[0156] When the reason for excessive loss does not include a charging pile fault, search for the preset second charging price corresponding to the current power grid load state in the preset price correspondence table as the real-time charging price of the current charging pile according to the current power grid load state.

[0157] S327. Dynamically update the charging price of the current charging pile according to the real-time charging price.

[0158] Set the charging price displayed on the display screen or charging software of the current charging pile and the charging price in the price calculation module to the real-time charging price according to the real-time charging price.

[0159] In the embodiments of the present application, by monitoring 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 power loss during the charging process is too high) and the reason for the excessive loss is a charging pile failure, the positions of other normal charging piles closest to the current faulty charging pile are obtained. Then, based on the position of the current faulty charging pile and the positions 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. The vehicle is charged according to this power value, and when the vehicle's power reaches this power value, the charging of the vehicle is stopped, and the vehicle is allowed to drive to other normal charging piles for further charging operations. This can reduce the power loss during the vehicle charging process and improve the energy utilization efficiency. When it is detected that the charging gun has not been unplugged within the preset duration, the real-time path congestion situation is re-evaluated, and the minimum power is updated by combining the historical driving records and vehicle information, which can more accurately adapt to the current state of the vehicle, avoid power shortage caused by factors such as vehicle delayed departure and road condition changes, and ensure the vehicle can smoothly reach the next charging point or repair shop. The differentiated maintenance plan formulated according to the usage rate and fault degree of the charging pile greatly improves the pertinence and efficiency of the charging pile maintenance work and reduces the overall operation and maintenance cost. When it is determined that the reason for the excessive loss includes a charging pile failure, the real-time charging price is inversely proportional to the charging pile loss rate. The more serious the fault and the higher the loss rate of the charging pile, the lower its charging price, ensuring that the charging vehicle will not bear additional costs due to the charging pile failure problem and providing a more fair and reasonable charging cost for users. When the excessive loss is not caused by a charging pile failure, the charging price is determined according to the grid load status, which can balance the grid load and optimize the power resource allocation.

[0160] The energy-saving control method for new energy vehicle charging piles in the embodiments of the present application has been described above. Next, in combination with the above energy-saving control method for new energy vehicle charging piles, the energy-saving control system for charging piles in the embodiments of the present application will be described in detail.

[0161] Please refer to Figure 4 , which is an exemplary hardware structure schematic diagram of the energy-saving control system for charging piles in the embodiments of the present application.

[0162] 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 through 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 operation data during the charging process of the charging pile for the vehicle, including operation data such as voltage, current, and temperature. The communication module 404 of the computer device is used to communicate with the in-vehicle system and battery management system of the charging vehicle, etc. 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 the charging price and charging power. When the computer program is executed by the processor 401, it implements the new energy vehicle charging pile energy-saving control method in the embodiments of the present application.

[0163] Those skilled in the art can understand that Figure 4 the structure shown in

[0164] In some embodiments of the present application, a computer-readable storage medium is provided, including instructions, which when running on the charging pile energy-saving control system 400, can cause the charging pile energy-saving control system 400 to execute the new energy vehicle charging pile energy-saving control method in the embodiments of the present application.

[0165] 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 foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

[0166] As used in the foregoing embodiments, depending on the context, the term "when" may be construed to mean "if" or "after" or "in response to determining" or "in response to detecting". Similarly, depending on the context, the phrase "when determining" or "if (the stated condition or event) is detected" may be construed to mean "if determined" or "in response to determining" or "when (the stated condition or event) is detected" or "in response to detecting (the stated condition or event)".

[0167] In the foregoing embodiments, it may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented by software, it may 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 processes or functions described in the embodiments of the present application are generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by wire (such as coaxial cable, optical fiber, digital subscriber line) or wirelessly (such as infrared, wireless, microwave, etc.). The computer-readable storage medium may be any available medium that can be accessed by a computer or a data storage device such as a server or data center that includes one or more integrated available media. The available medium may be a magnetic medium (such as a floppy disk, hard disk, magnetic tape), an optical medium (such as a DVD), or a semiconductor medium (such as a solid-state drive), etc.

[0168] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the foregoing embodiments can be completed by relevant hardware instructed by a computer program. The program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the foregoing method embodiments. The foregoing storage medium includes various media that can store program codes, such as ROM or random access memory RAM, magnetic disks, or optical discs.

Claims

1. An energy-saving control method for a new energy vehicle charging pile, characterized in that Including: When it is detected that the current charging pile is performing a charging operation, calculate 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 the preset loss rate threshold, determine the reason for excessive loss according to the real-time charging loss rate and the current charging pile loss rate. The current charging pile loss rate is the ratio of the difference between the output power and the input power actually input to the charging vehicle to the output power. If the current charging pile loss rate is within the range of the preset normal charging pile loss rate, determine that the reason for excessive loss is a vehicle fault. 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, and 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, determine that the reason for excessive loss is a charging pile fault. If the difference is not within the normal range, determine that the reason for excessive loss is a charging pile fault and a vehicle fault; When the reason for excessive loss includes a charging pile fault, determine the driving route according to the location information of the current charging pile and the destination of the charging vehicle. The driving route is one or more routes for the charging vehicle to drive from the current charging pile to the target charging pile with the charging pile loss rate within the preset threshold range and the closest to the current charging pile. The target charging pile is one of all the charging piles passed by the charging vehicle on the way from the charging pile to the destination; Determine the minimum power of the charging vehicle according to the driving route, the route congestion situation of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle. The minimum power is the power that can enable the charging vehicle to drive to the target charging pile according to the driving route; When the current power of the charging vehicle is less than the minimum power, update the initial charging plan according to the current grid load status, the output power, and the remaining charging duration. The remaining charging duration is the charging duration required to make the current power reach the minimum power; Perform a charging operation on the charging vehicle according to the initial charging plan; When it is detected that the current power is equal to the minimum power, stop the charging operation; When the real-time charging loss rate exceeds the preset loss rate threshold, determining the reason for excessive loss according to the real-time charging loss rate and the current charging pile loss rate specifically includes: Obtain the input power input from the charging gun of the current charging pile to the charging vehicle; Calculate the current charging pile loss rate according to the input power and the output power; Determine the normal vehicle loss rate of the charging vehicle according to the historical charging data of the charging vehicle; determine the reason for excessive loss that the real-time charging loss rate exceeds 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.

2. The method according to claim 1, wherein After the step of determining the reason for excessive loss that the real-time charging loss rate exceeds 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 reason for excessive loss includes vehicle failure, determine the real-time vehicle loss rate of the charging vehicle according to the real-time charging loss rate and the current charging pile loss rate; Determine the first charging failure level of the vehicle according to the real-time vehicle loss rate and the normal vehicle loss rate; When the first charging failure level is a preset failure level, obtain the path from the location of the charging pile to the target vehicle repair shop that the charging vehicle often goes to as the driving path.

3. The method according to claim 1, characterized in that, The step of determining the minimum power of the charging vehicle according to the driving path, the path congestion condition of the driving path, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle specifically includes: Determine the power consumption of the charging vehicle when driving 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; Obtain the highest power consumption among all power consumptions as the target power consumption; Determine the minimum power of the charging vehicle according to the target power consumption and the vehicle information of the charging vehicle.

4. The method according to claim 1, characterized in that, After the step of determining the reason for excessive loss that the real-time charging loss rate exceeds 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 reason for excessive loss includes charging pile failure, obtain the total historical charging duration of the current charging pile within a preset time period; Calculate the utilization rate of the current charging pile according to the total historical charging duration and the duration of the preset time period; Determine the repair plan for the current charging pile according to the current charging pile loss rate and the utilization rate, where the repair plan includes no repair, repair of charging faults, and repair of all faults.

5. The method according to claim 4, wherein The step of determining the repair plan for the current charging pile according to the current charging pile loss rate and the utilization rate specifically includes: Determine the second charging failure level of the current charging pile according to the current charging pile loss rate; Obtain the charging repair cost corresponding to the second charging failure level in the charging failure repair cost table according to the second charging failure level; Determine other fault conditions of the current charging pile according to the real-time operation data of the current charging pile; Determine other repair costs of the current charging pile according to the other fault conditions of the current charging pile and the other fault repair cost table; Determine the repair plan for the current charging pile according to the utilization rate, the charging repair cost, and the other repair costs.

6. The method according to claim 1, wherein After the step of determining the cause of excessive loss that the real-time charging loss rate exceeds 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 excessive loss includes a charging pile failure, according to the current grid load status and the current charging pile loss rate, calculate a first charging price as the real-time charging price of the current charging pile according to a preset first calculation method, and the first charging price is inversely proportional to the current charging pile loss rate; When the cause of excessive loss does not include a charging pile failure, according to the current grid load status, obtain a preset second charging price corresponding to the current grid load status as the real-time charging price of the current charging pile; Dynamically update the charging price of the current charging pile according to the real-time charging price.

7. The method according to claim 1, characterized in that After the step of stopping the charging operation when it is detected that the current battery level is equal to the minimum battery 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 period, update the minimum battery level according to the driving route, the real-time route congestion situation of the driving route, the historical driving record of the charging vehicle, and the vehicle information of the charging vehicle; When the current battery level is less than the minimum battery level, recharge the charging vehicle again so that the real-time battery level of the charging vehicle reaches the minimum battery level.

8. An energy-saving control system for a charging pile, characterized in that, It includes a charging pile and a server. Among them, the server includes: one or more processors and a memory; The memory is coupled to the one or more processors. The memory is used to store computer program code, and the computer program code includes computer instructions. The one or more processors call the computer instructions to cause the charging pile energy-saving control system to execute the method according to any one of claims 1-7.

9. A computer-readable storage medium storing computer instructions, characterized in that, When the computer instructions run on the charging pile energy-saving control system, cause the charging pile energy-saving control system to execute the method according to any one of claims 1-7.

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