A method and apparatus for calibrating charging stations using electric vehicles

Abstract

This invention relates to the field of charging pile calibration technology, and provides a method and apparatus for calibrating charging piles using an electric vehicle. Specifically, this invention involves a task vehicle charging at a first charging pile and then at a second charging pile. By obtaining a first target increase in power and a second target increase in power for the task vehicle from the corresponding charging piles, and by obtaining the actual increase in power from the task vehicle, a first actual increase in power and a second actual increase in power, the difference in output power accuracy between the first and second charging piles during the two charging sessions is obtained, i.e., a first power deviation value. Based on this first power deviation value, it is determined whether the first and second charging piles need calibration. This avoids relying on manual inspection of all charging piles on highways to determine which charging piles require calibration, and instead uses the task vehicle as a carrier to identify charging piles requiring manual calibration, minimizing the waste of manpower and resources required to meet batch calibration needs.

Description

Technical Field

[0001] This invention relates to the field of charging pile calibration technology, and in particular to a method and apparatus for calibrating charging pile meters using an electric vehicle. Background Technology

[0002] New energy vehicles refer to automobiles that use unconventional vehicle fuels as their power source (or use conventional vehicle fuels but employ new onboard power devices), integrating advanced technologies in vehicle power control and drive, resulting in vehicles with advanced technical principles and new technologies and structures. New energy vehicles include four main types: hybrid electric vehicles, pure electric vehicles, fuel cell electric vehicles, and other new energy vehicles. New energy vehicles that require electricity are often collectively referred to as new energy electric vehicles.

[0003] New energy electric vehicles use charging stations for charging. To improve energy utilization, the output power of the charging stations needs to be calibrated to match the actual needs of the electric vehicle's battery. With the development of the new energy electric vehicle market, the number of charging stations has increased significantly to improve related infrastructure. Furthermore, as the popularity of new energy electric vehicles further increases, the charging demand on highways will experience explosive growth, greatly increasing the workload of calibrating the output power of charging stations on highways.

[0004] In the future, on highways, calibrating charging stations manually will result in increasing resource consumption and waste. Therefore, there is an urgent need for an effective solution to this technical problem.

[0005] Therefore, overcoming the shortcomings of the existing technology is an urgent problem to be solved in this technical field. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a method and apparatus for calibrating charging piles using an electric vehicle. The purpose is to use a task vehicle as an auxiliary vehicle to determine the difference in the accuracy of the output power of two charging piles by charging them successively, thereby identifying the charging piles that need calibration. This solves the problem of relying entirely on manual methods to determine the charging piles that need calibration, which leads to a large amount of resource loss and waste.

[0007] The present invention adopts the following technical solution:

[0008] In a first aspect, the present invention provides a method for calibrating charging stations using electric vehicles, comprising:

[0009] The mission vehicle is charged at the first charging station; the first target charge added to the mission vehicle is obtained from the first charging station, and the first actual charge added to the mission vehicle at the first charging station is obtained from the mission vehicle.

[0010] The mission vehicle is charged at the second charging station; the second target charge added to the mission vehicle is obtained from the second charging station, and the second actual charge added to the mission vehicle at the second charging station is obtained from the mission vehicle.

[0011] The difference between the first target power and the first actual power is determined as a first benchmark value; the difference between the second target power and the second actual power is determined as a second benchmark value; the difference between the first benchmark value and the second benchmark value is used as a first power deviation value between the first charging pile and the second charging pile.

[0012] Based on the first power deviation value, determine which of the first and second charging piles needs meter calibration, so as to use the task vehicle to assist in meter calibration.

[0013] Furthermore, it is determined that the output deviation value of the first charging pile is less than a preset deviation range value;

[0014] The step of determining which charging piles, the first and the second, require meter calibration based on the first power deviation value includes:

[0015] When the first power deviation value is greater than the preset deviation range value, the second charging pile is identified as a charging pile to be calibrated, so as to facilitate the calibration of the second charging pile.

[0016] Furthermore, it also includes:

[0017] Identify the original standard charging piles whose distance difference from any non-standard charging pile in the set of non-standard charging piles is less than a preset distance threshold.

[0018] Based on the available vehicle's own parameter information and historical usage information, at least one candidate vehicle is identified, resulting in a candidate vehicle set.

[0019] The task vehicle is determined from the set of candidate vehicles; wherein the task vehicle is used to charge at the original standard charging station and then charge at a non-standard charging station within a preset time.

[0020] The second power deviation value of the non-standard charging pile is obtained based on the third target power corresponding to the original standard charging pile, the third actual power added by the task vehicle at the original standard charging pile, the fourth target power corresponding to the non-standard charging pile, and the fourth actual power added by the task vehicle at the non-standard charging pile.

[0021] When the second power deviation value is greater than the preset deviation range value, the non-standard charging pile performs its own intelligent meter calibration based on the second power deviation value, so as to calibrate the non-standard charging pile with reference to the original standard charging pile.

[0022] Furthermore, the step of determining at least one candidate vehicle based on at least one obtainable vehicle's own parameter information and historical usage information, to obtain a candidate vehicle set, includes:

[0023] Based on the path fingerprint of the available vehicle, a first set of charging piles that the available vehicle can cover is determined; when the first set of charging piles intersects with the set of non-standard charging piles, the available vehicle is selected as the first optional vehicle.

[0024] A comprehensive analysis is conducted on the model, service life, and battery type of the first optional vehicle. At least one alternative vehicle is selected from at least one first optional vehicle to obtain a set of alternative vehicles based on their respective parameter information and historical usage information.

[0025] Further, determining the mission vehicle from the candidate vehicle set includes:

[0026] When at least one of the candidate vehicles in the candidate vehicle set activates the task assignment, a third candidate vehicle and its corresponding assignment task are determined from the at least one second candidate vehicle based on the historical calibration information of the non-standard charging pile set and the at least one second candidate vehicle for the activated task assignment.

[0027] Generate corresponding task reward information for the assigned task to guide the third optional vehicle to accept the corresponding assigned task;

[0028] When the third optional vehicle chooses to accept the assigned task, the third optional vehicle is designated as the task vehicle.

[0029] Furthermore, when at least one of the candidate vehicles in the candidate vehicle set activates the task assignment, determining the third candidate vehicle and its corresponding assignment task from the at least one second candidate vehicle based on the historical calibration information of the non-standard charging pile set and the at least one second candidate vehicle activating the task assignment includes:

[0030] Based on the current location and remaining battery power of the second optional vehicle, at least one optional charging station is determined for the second optional vehicle from the set of non-standard charging stations;

[0031] When the optional charging station corresponds to more than one second optional vehicle, the estimated time required for the second optional vehicle to reach the optional charging station is estimated based on the difference between the current location of the second optional vehicle and the distance of the optional charging station; the second optional vehicle with the shortest estimated time is determined as the third optional vehicle; and / or, based on historical calibration information, the second optional vehicle with the highest task completion integrity is determined as the third optional vehicle.

[0032] The assigned task for the third optional vehicle is obtained based on the optional charging station.

[0033] Furthermore, it also includes:

[0034] Before the task vehicle arrives at the corresponding standard charging station, the vehicle lock of the standard charging station is locked.

[0035] Before the task vehicle arrives at the corresponding non-standard charging station, the vehicle lock of the non-standard charging station is locked.

[0036] Furthermore, it also includes:

[0037] After the non-standard charging pile completes its own intelligent meter calibration based on the second power deviation value, it will be used as a new standard charging pile so that the task vehicle can use the new standard charging pile to calibrate other non-standard charging piles in the future.

[0038] Secondly, the present invention also provides an apparatus for calibrating charging pile meters using an electric vehicle, for implementing the method for calibrating charging pile meters using an electric vehicle as described in the first aspect, wherein the apparatus for calibrating charging pile meters using an electric vehicle includes:

[0039] At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor for performing the method for calibrating a charging station using an electric vehicle as described in the first aspect.

[0040] Thirdly, the present invention also provides a non-volatile computer storage medium storing computer-executable instructions that are executed by one or more processors to perform the method for calibrating charging piles using an electric vehicle as described in the first aspect.

[0041] Fourthly, a computer program product containing instructions is provided, which, when executed on a computer or processor, causes the computer or processor to perform a method for calibrating a charging station using an electric vehicle, as described in the first to third aspects and any one thereof.

[0042] Fifthly, a system for calibrating charging pile meters using an electric vehicle is provided, comprising an apparatus for calibrating charging pile meters using an electric vehicle as described in the second aspect, and using a method for calibrating charging pile meters using an electric vehicle as described in the first aspect to complete the interaction with the apparatus for calibrating charging pile meters using an electric vehicle as described in the second aspect.

[0043] Unlike existing technologies, the present invention has at least the following beneficial effects:

[0044] Since the distribution of charging stations requiring batch calibration is often fixed, this invention allows the task vehicle to charge at a first charging station and then at a second charging station. By obtaining the first and second target power increases added to the task vehicle from the corresponding charging stations, and the first and second actual power increases actually added to the task vehicle, the difference in output power accuracy between the first and second charging stations during the two charging sessions is compared, i.e., the first power deviation value. Based on the first power deviation value, it is then determined whether the first and second charging stations need to be calibrated. This avoids relying on manual inspection of all charging stations on highways to determine which charging stations need calibration, and achieves the identification of charging stations requiring manual calibration using the task vehicle as a carrier, minimizing the waste of manpower and resources required to meet batch calibration needs. Attached Figure Description

[0045] To more clearly illustrate the technical solutions of this embodiment, the accompanying drawings used in this embodiment will be briefly described below. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0046] Figure 1 This is a flowchart illustrating a method for calibrating charging stations using an electric vehicle, as provided in this embodiment.

[0047] Figure 2 This is a schematic diagram of determining a charging pile to be calibrated, provided in this embodiment;

[0048] Figure 3 This is a flowchart illustrating another method for calibrating charging stations using electric vehicles, as provided in this embodiment.

[0049] Figure 4 This is a flowchart illustrating step 60 provided in this embodiment;

[0050] Figure 5 This is a flowchart illustrating step 70 provided in this embodiment;

[0051] Figure 6 This is a schematic diagram of a search input interface for a navigation system provided in this embodiment;

[0052] Figure 7 This is a schematic diagram of a search result feedback interface of a navigation system provided in this embodiment;

[0053] Figure 8 This is a flowchart illustrating step 701 provided in this embodiment;

[0054] Figure 9 This is a schematic diagram of the search result feedback interface of another navigation system provided in this embodiment;

[0055] Figure 10 This is a schematic diagram of a charging planning scheme provided in this embodiment;

[0056] Figure 11 This is a schematic diagram of another charging planning scheme provided in this embodiment;

[0057] Figure 12 This is a schematic diagram of the result interface of a charging planning suggestion for a navigation system provided in an embodiment of the present invention;

[0058] Figure 13 This is a schematic diagram of a vehicle system displaying guidance and planning information according to an embodiment of the present invention;

[0059] Figure 14 This is a schematic diagram of a navigation system recommending charging stations according to an embodiment of the present invention;

[0060] Figure 15 This is a schematic diagram of the architecture of a device for calibrating charging stations using an electric vehicle, as provided in this embodiment. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0062] In the description of this invention, the terms "inner", "outer", "longitudinal", "lateral", "upper", "lower", "top", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and do not require that this invention must be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0063] In this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0064] In this application, unless otherwise expressly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium. Furthermore, the term "coupled" can refer to an electrical connection that enables signal transmission.

[0065] Furthermore, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0066] Example 1:

[0067] In recent years, to adapt to the rapidly expanding market for new energy electric vehicles, the number of charging piles, as part of the infrastructure, has also grown explosively. After installation, charging piles require frequent manual calibration to ensure the accuracy of their output power. However, given the current scale of charging piles on highways, this routine calibration task alone requires a continuous and enormous consumption of human and material resources. To solve this problem, such as... Figure 1 As shown, this embodiment provides a method for calibrating charging stations using electric vehicles, including:

[0068] Step 10: Charge the mission vehicle at the first charging station; obtain the first target charge added to the mission vehicle from the first charging station, and obtain the first actual charge added to the mission vehicle at the first charging station.

[0069] The first target charge is obtained from the first charging pile, and the first target charge is the amount of electricity that has been charged to the task vehicle during the current charging process, as reported by the first charging pile. The first actual charge is obtained from the task vehicle; in one embodiment, it can be obtained from the vehicle's onboard central control system; the first actual charge is the amount of electricity that has actually been charged to the task vehicle during the current charging process.

[0070] It should be noted that the charging piles used for charging in this invention are all set up on highway sections, and will not be described again below.

[0071] Step 20: Charge the mission vehicle at the second charging station; obtain the second target charge added to the mission vehicle from the second charging station, and obtain the second actual charge added to the mission vehicle at the second charging station.

[0072] The second target charge is obtained from the second charging pile, and the second target charge is the amount of electricity that has been charged to the task vehicle during the current charging process, as reported by the second charging pile. The second actual charge is obtained from the task vehicle; in one embodiment, it can be obtained from the vehicle's onboard central control system; the second actual charge is the amount of electricity actually charged to the task vehicle during the current charging process.

[0073] Step 30: Determine the difference between the first target power and the first actual power as the first benchmark value; determine the difference between the second target power and the second actual power as the second benchmark value; use the difference between the first benchmark value and the second benchmark value as the first power deviation value between the first charging pile and the second charging pile.

[0074] Step 40: Based on the first power deviation value, determine the charging pile that needs meter calibration between the first charging pile and the second charging pile, so as to use the task vehicle to assist in meter calibration.

[0075] Among them, meter calibration refers to calibrating the output power of the charging pile to ensure the accuracy of its output power.

[0076] For example, the first target energy level is 30 kWh, and the first actual energy level is 30 kWh; the second target energy level is 25 kWh, and the second actual energy level is 23.5 kWh. The first baseline value is 0 kWh, the second baseline value is 1.5 kWh, and the first energy level deviation value is 1.5 kWh.

[0077] In one embodiment, it is determined that the output deviation value of the first charging pile is less than a preset deviation range value.

[0078] When the first power deviation value is greater than the preset deviation range value, the second charging pile is identified as a charging pile to be calibrated, so as to facilitate the calibration of the second charging pile.

[0079] The preset deviation range value represents the lower limit of the accuracy of the output power; the preset deviation range value is selected by those skilled in the art according to the specific usage scenario; in an optional embodiment, 0.5% of the output power of the corresponding charging pile can be used as the preset deviation range value. The charging pile to be calibrated is a charging pile that requires manual calibration.

[0080] In one embodiment, a first and second charging pile, which can assist in meter calibration, are determined according to the predetermined driving route of the task vehicle (from start point A to end point B on a highway segment). The first charging pile can be manually calibrated in advance so that the output deviation value of the first charging pile is less than a preset deviation range value, at which point the accuracy of the output power of the first charging pile is within an acceptable range.

[0081] like Figure 2 As shown, based on this, the mission vehicle first travels from starting point A to the first charging station for charging. Figure 2 The task vehicle, indicated by the dashed line on the right, indicates that it has traveled to the second charging station. After the task vehicle completes charging at the first charging station, and the first charging station reports a first target charge level and the task vehicle reports a first actual charge level, it continues to the second charging station and completes charging there as well. The second charging station reports a second target charge level and the task vehicle reports a second actual charge level. At this point, the calculated first charge level deviation value can be used as the accuracy error of the second charging station's output power. If the first charge level deviation value is greater than the preset deviation range, it indicates that the accuracy of the second charging station's output power is not within the acceptable range and manual calibration is required.

[0082] In an optional embodiment, for drivers using navigation systems to query highway routes, charging incentives (such as discounts on charging fees or reductions on charging fees) can be offered to encourage them to accept the task and designate their vehicles as task vehicles. This, in turn, assists charging station companies in identifying charging stations with calibration needs. Task vehicles can be guided to two or more charging stations according to the plan to meet the calibration needs of a large number of charging stations as quickly as possible.

[0083] Since the distribution of charging stations requiring batch calibration is often fixed, this invention allows the task vehicle to charge at a first charging station and then at a second charging station. By obtaining the first and second target power increases added to the task vehicle from the corresponding charging stations, and the first and second actual power increases actually added to the task vehicle, the difference in output power accuracy between the first and second charging stations during the two charging sessions is compared, i.e., the first power deviation value. Based on the first power deviation value, it is then determined whether the first and second charging stations need to be calibrated. This avoids relying on manual inspection of all charging stations on highways to determine which charging stations need calibration, and achieves the identification of charging stations requiring manual calibration using the task vehicle as a carrier, minimizing the waste of manpower and resources required to meet batch calibration needs.

[0084] Example 2:

[0085] This embodiment is a further preferred solution of Embodiment 1. Specifically, as follows: Figure 3 As shown, it also includes:

[0086] Step 50: Identify the original standard charging station whose distance difference from any non-standard charging station in the non-standard charging station set is less than a preset distance threshold.

[0087] Non-standard charging piles are those within their maintenance cycle but not manually calibrated. Standard charging piles are those manually calibrated within their current maintenance cycle. The maintenance cycle is selected by those skilled in the art based on the actual usage scenario and the charging pile's parameter information. Both the non-standard and standard charging pile sets are updated in real time. For example, on a highway section in a certain city, there are 80 charging piles belonging to a certain charging pile maintenance company, with different models having different maintenance cycles. Using a dynamic update method, charging piles currently within their maintenance cycle but not manually calibrated are added to the non-standard charging pile set, while those not within their maintenance cycle or already manually calibrated are removed. Charging piles currently manually calibrated within their current maintenance cycle are added to the standard charging pile set. The preset distance threshold is selected by those skilled in the art based on the specific usage scenario and is not limited here.

[0088] Step 60: Based on the available vehicle's own parameter information and historical usage information, determine at least one candidate vehicle to obtain a candidate vehicle set.

[0089] In this embodiment, the navigation system and the charging station company's system communicate with each other. Vehicles that use the navigation system and / or the charging station company's system and whose own parameter information and historical usage information can be obtained are considered as available vehicles. The own parameter information includes, for example, the vehicle model and battery model, while the historical usage information includes, for example, the vehicle's age. This embodiment filters the available vehicles, selecting at least one high-quality vehicle as a candidate vehicle set.

[0090] Step 70: Determine the task vehicle from the candidate vehicle set; wherein the task vehicle is used to charge at the original standard charging station and then charge at a non-standard charging station within a preset time.

[0091] The preset time can be selected by those skilled in the art based on the specific usage scenario, and is not limited here. This embodiment guides the corresponding car owners to accept the task by offering charging discounts to the candidate vehicles, and uses their vehicles as the task vehicles, thus assisting the charging pile company in identifying charging piles with calibration needs.

[0092] Step 80: Based on the third target power corresponding to the original standard charging pile, the third actual power added by the task vehicle at the original standard charging pile, the fourth target power corresponding to the non-standard charging pile, and the fourth actual power added by the task vehicle at the non-standard charging pile, obtain the second power deviation value of the non-standard charging pile.

[0093] The method for obtaining the second power deviation value in this embodiment is the same as the method for obtaining the first power deviation value in Embodiment 1. Specifically, the third target power increase for the task vehicle is obtained from the original standard charging pile, and the third actual power increase actually made by the task vehicle at the original standard charging pile is obtained from the task vehicle; the fourth target power increase for the task vehicle is obtained from the non-standard charging pile, and the fourth actual power increase actually made by the task vehicle at the non-standard charging pile is obtained from the task vehicle; the difference between the third target power increase and the third actual power increase is determined as the third benchmark value; the difference between the fourth target power increase and the fourth actual power increase is determined as the fourth benchmark value; and the difference between the third benchmark value and the fourth benchmark value is determined as the second power deviation value of the non-standard charging pile.

[0094] The third target charge is obtained from the original standard charging station. The third target charge is the amount of electricity to be charged to the task vehicle when it is charging at the standard charging station. The third actual charge is obtained from the task vehicle itself; in one embodiment, it can be obtained from the vehicle's onboard central control system. The third actual charge is the amount of electricity actually charged to the task vehicle when it is charging at the original standard charging station. The fourth target charge is obtained from a non-standard charging station. The fourth target charge is the amount of electricity to be charged to the task vehicle when it is charging at a non-standard charging station. The fourth actual charge is obtained from the task vehicle itself; in one embodiment, it can be obtained from the vehicle's onboard central control system. The fourth actual charge is the amount of electricity actually charged to the task vehicle when it is charging at a non-standard charging station.

[0095] It should be noted that this embodiment is based on the premise that the battery wear is negligible within the time and environment corresponding to a fixed trip (such as a section of highway). In actual use, the total battery capacity will decrease over time, and the measurement error will gradually increase. However, in each planned fixed trip in this embodiment, since the time required for the fixed trip is relatively short, the resulting measurement error is small and negligible in most cases. Therefore, this embodiment uses an approximation of no loss under an ideal state to utilize the battery charging process to assist in meter calibration.

[0096] Step 90: When the second power deviation value is greater than the preset deviation range value, the non-standard charging pile performs its own intelligent meter calibration based on the second power deviation value, so as to calibrate the non-standard charging pile with reference to the original standard charging pile.

[0097] In this embodiment, both the standard and non-standard charging piles are smart meters. After receiving feedback from the corresponding task vehicle, the smart meter can adjust the accuracy of its own output power.

[0098] In an optional embodiment, the mission vehicle can be guided to two or more charging stations according to the plan to charge, so as to meet the calibration needs of a large number of charging stations as quickly as possible.

[0099] To illustrate the process of generating a set of candidate vehicles, such as Figure 4 As shown, step 60 includes:

[0100] Step 601: Based on the path fingerprint of the available vehicle, determine the first set of charging piles that the available vehicle can cover; when the first set of charging piles intersects with the set of non-standard charging piles, select the available vehicle as the first selectable vehicle.

[0101] Among them, the path fingerprint is the historical driving path of the vehicle, which can be obtained from the navigation system.

[0102] Step 602: Perform a comprehensive analysis of the model, service life and battery type of the first optional vehicle, and select at least one candidate vehicle from at least one first optional vehicle to obtain a set of candidate vehicles based on the corresponding self-parameter information and historical usage information.

[0103] In an optional embodiment, considering that certain vehicle brands and battery brands have a good reputation for ensuring battery quality, such vehicles are identified as high-quality vehicles and are considered as candidate vehicles.

[0104] To illustrate the process of selecting the mission vehicle from the candidate vehicle set, such as Figure 5 As shown, step 70 includes:

[0105] Step 701: When at least one of the candidate vehicles in the candidate vehicle set activates task assignment, a third candidate vehicle and its corresponding assignment task are determined from the at least one second candidate vehicle based on the historical calibration information of the non-standard charging pile set and the at least one second candidate vehicle that has activated task assignment.

[0106] The assigned task is a charging plan to complete the charging process, which includes at least two specific charging stations where charging is required. When the vehicle owner uses the navigation system to search for charging stations (or other behaviors that the navigation system identifies as potentially indicating a charging need for the vehicle), the navigation system activates the task assignment for that candidate vehicle.

[0107] For example, candidate vehicles A, B, and C in the candidate vehicle set are activated for task assignment, meaning they are the second optional vehicles. One of these vehicles is selected as the third optional vehicle. During the selection of the third optional vehicle, at least one assignment task corresponding to candidate vehicle A, at least one assignment task corresponding to candidate vehicle B, and at least one assignment task corresponding to candidate vehicle C will be generated. Therefore, when the third optional vehicle is selected, at least one assignment task for it will also be determined.

[0108] In one embodiment, such as Figure 6 As shown, when the owner of a candidate vehicle enters the starting point and destination in the navigation system, they can click "Generate Charging Plan" to search for charging stations between the starting point and the destination. At this time, the navigation system recognizes that the candidate vehicle may have charging needs, calculates the standard and non-standard charging stations covered by its path fingerprint, and generates at least one corresponding assignment task for it.

[0109] Its path fingerprint is as follows Figure 7 As shown, the path consists of "A" representing the starting point A and "B" representing the ending point B. By pushing the distribution of charging stations along this path through the navigation system, the specifically reachable charging stations are: standard charging station C, standard charging station F, and non-standard charging stations D, E, G, H, I, J, K, and L. When generating at least one assigned task for this candidate vehicle, since charging at a standard charging station must be completed first, followed by charging at a non-standard charging station, the remaining battery power of the candidate vehicle can be used to calculate the standard charging station that can be reached. This can be done by statistically analyzing and predicting the passage through corresponding sub-segments (such as...). Figure 7 The time required for the section from the starting point A to the standard charging station C includes consideration of adverse road conditions such as traffic jams.

[0110] After determining the standard charging station, the non-standard charging stations that need to be calibrated are then identified based on this standard charging station. For example, after determining to charge at the standard charging station F first, and following the principle of not changing the driving direction, the non-standard charging stations that can be reached later are identified as non-standard charging station G, non-standard charging station H, and non-standard charging station E. This generates three charging plans: "charge at the standard charging station F first, then charge at the non-standard charging station G," "charge at the standard charging station F first, then charge at the non-standard charging station H," and "charge at the standard charging station F first, then charge at the non-standard charging station E." Finally, these three charging plans are used as at least one assigned task for the candidate vehicle.

[0111] Step 702: Generate corresponding task reward information for the assigned task to guide the third optional vehicle to accept the corresponding assigned task.

[0112] The task reward information may include charging discounts.

[0113] Step 703: When the third optional vehicle selects to accept the assigned task, the third optional vehicle is designated as the task vehicle.

[0114] For example, the third optional vehicle corresponds to two assigned tasks. The charging station locations required for full charging for these two assigned tasks are different, resulting in different routes that the third optional vehicle needs to travel. Corresponding discounts are offered for these two assigned tasks. Due to the different locations, the discount levels that can be given are different. Ultimately, the owner of the third optional vehicle may accept one of the assigned tasks.

[0115] To illustrate the process of determining the third alternative vehicle and its corresponding assigned task, as follows: Figure 8 As shown, step 701 includes:

[0116] Step 7011: Based on the current location and remaining battery power of the second optional vehicle, determine at least one optional charging station for the second optional vehicle from the set of non-standard charging stations.

[0117] In an optional embodiment, the remaining battery power of the second optional vehicle can be calculated based on the location of each non-standard charging pile in the non-standard charging pile set to ensure its arrival. The reachable non-standard charging piles are selected as optional charging piles, and the navigation system pushes the reachable non-standard charging piles to the car owner in order of the shortest to longest arrival time.

[0118] In one embodiment, the driver enters their expected departure point "starting point A" and destination "ending point B" into the navigation system, and the navigation system returns the following: Figure 9The interface shown offers several optional charging plans, both participating in and not participating in the charging meter calibration program. Each charging plan includes the required route, the charging stations to complete the charge, and the amount of electricity to be charged at each station. The "standard plan" refers to the charging plan participating in the charging meter calibration program, which involves first charging at a standard charging station and then at a non-standard charging station. In this program, some plans may involve detours to reach the standard and non-standard charging stations. The "standard plan" does not participate in the program; it is generated based solely on the distribution of charging stations that offer charging services, without considering whether the charging stations are standard. Since non-standard charging stations are located in different places and have different maintenance cycles, the discounts available at different charging stations can be differentiated. For example, charging at a non-standard charging station nearing the end of its maintenance cycle can offer a greater discount, thus generating the most favorable plan.

[0119] Step 7012: When the optional charging station corresponds to more than one second optional vehicle, based on the difference in distance between the current location of the second optional vehicle and the optional charging station, estimate the estimated time required for the second optional vehicle to reach the optional charging station; determine the second optional vehicle with the shortest estimated time as the third optional vehicle; and / or, based on historical calibration information, determine the second optional vehicle with the highest task completion integrity as the third optional vehicle.

[0120] The task completion integrity score refers to the ratio of the number of assigned tasks received to the number of assigned tasks actually completed by the second optional vehicle when the vehicle has a history of accepting task assignments.

[0121] For example, if two second-option vehicles both generate assignments to charge at optional charging stations (non-standard charging stations), and the first second-option vehicle has a 100% completion rate while the second second-option vehicle has an 85% completion rate, then the first second-option vehicle will be designated as the third-option vehicle.

[0122] For example, such as Figure 10 As shown, there are two optional vehicles, both of which have generated assignment tasks to charge at optional charging stations (non-standard charging stations). The first optional vehicle travels from the starting point C (its current position) to the destination D, arriving at the standard charging station M first, and then at the optional charging station. The second optional vehicle travels from the starting point E (its current position) to the destination F, arriving at the standard charging station N first, and then at the optional charging station.

[0123] The difference in distance between the current location of the first optional vehicle and the optional charging station, i.e., the distance between the starting point C and the location of the optional charging station; the estimated time required for the first optional vehicle to reach the optional charging station can be estimated by referring to historical traffic data of the sub-road segments from the starting point C to the location of the optional charging station. The difference in distance between the current location of the second optional vehicle and the optional charging station, i.e., the distance between the starting point E and the location of the optional charging station; the estimated time required for the second optional vehicle to reach the optional charging station can be estimated by referring to historical traffic data of the sub-road segments from the starting point E to the location of the optional charging station. When the estimated time is only related to the length of the sub-road segments, since the starting point E is closer to the location of the optional charging station, the second optional vehicle is selected as the third optional vehicle.

[0124] Step 7013: Based on the optional charging pile, obtain the assigned task of the third optional vehicle.

[0125] In another optional embodiment, the priority of more than one second optional vehicle corresponding to an optional charging pile can be determined based on the expected duration and / or the integrity of task completion; on the display interface of the second optional vehicle with higher priority, the display order of the charging plan corresponding to the optional charging pile is relatively earlier; on the display interface of the second optional vehicle with lower priority, the display order of the charging plan corresponding to the optional charging pile is relatively later; and the second optional vehicle that accepts the assigned task is directly used as the task vehicle.

[0126] In an optional embodiment, based on historical big data of the corresponding road segment, the rest habits of drivers passing through the road segment during the corresponding time period can be analyzed, and at least one corresponding task assignment can be generated based on the rest habits and the remaining battery power.

[0127] For example, such as Figure 11 The image shows a driving route on a highway, from the starting point G to the destination H. Based on historical big data of different drivers traveling from the starting point G to the destination H from 5 PM to 7 PM every day, the analysis shows that the rest habits of drivers passing through this section are as follows: rest at intermediate rest point 1 or intermediate rest point 2, stay for a certain period of time and then continue driving, then rest at intermediate rest point 3, and finally reach the destination H.

[0128] like Figure 11As shown, since the mission vehicle first needs to complete charging at a standard charging station, to avoid changing the driving direction, a standard charging station near either intermediate rest stop 1 or intermediate rest stop 2 is first identified. Since the distribution of standard charging stations near intermediate rest stop 1 or intermediate rest stop 2 is fixed (specifically, standard charging station Q, standard charging station J, and standard charging station T), to minimize detours, the nearest intermediate rest stop and standard charging station (i.e., intermediate rest stop 1 and standard charging station T) can be selected and pushed to the mission vehicle as the corresponding charging plan. The distribution of non-standard charging stations near intermediate rest stop 3 is also fixed (specifically, non-standard charging station X and non-standard charging station Y). The nearest non-standard charging station (i.e., non-standard charging station X) can be selected and pushed to the mission vehicle as the corresponding charging plan.

[0129] In this embodiment, the power calibration of the non-standard charging station can be completed by transmitting data over a network, provided that the task vehicle completes charging at a standard charging station and charging at a non-standard charging station within a preset time and provides feedback on the corresponding second power deviation value.

[0130] After the non-standard charging pile completes its own intelligent meter calibration based on the second power deviation value, it will be used as a new standard charging pile so that the task vehicle can use the new standard charging pile to calibrate other non-standard charging piles in the future.

[0131] Other non-standard charging piles refer to charging piles that have not been manually calibrated within their corresponding maintenance cycle and are not new standard charging piles.

[0132] In this embodiment, the calibrated non-standard charging pile will be converted into a new standard charging pile to facilitate subsequent task allocation.

[0133] For example, if there are 10 charging stations that require meter calibration, the charging pile maintenance company only needs to manually calibrate one charging pile in the first charging station and use it as a standard charging pile. Then, using a task vehicle, the vehicle first completes charging at the standard charging pile in the first charging station, and then selects a non-standard charging pile in the second charging station to complete charging. In other words, it assists the non-standard charging pile in the second charging station to complete calibration. At this point, the non-standard charging pile becomes a new standard charging pile.

[0134] When assigning a task to another vehicle in the future, it can be directly planned to go to the second charging station for calibration (without calibrating the charging piles at the first charging station). This process can be repeated, ensuring that all 10 charging stations have standard charging piles, allowing for more flexible charging planning for task assignments.

[0135] For charging stations that initially do not have standard charging piles among the 10 charging stations, each charging station can be calibrated by a task vehicle to generate new standard charging piles in each charging station; or based on a discrete distribution, the new standard charging piles can be guided to be distributed quickly and evenly (for example, by using multiple task vehicles to generate new standard charging piles in the 3rd, 5th, 7th and 9th charging stations among the 10 charging stations respectively).

[0136] In one embodiment, it further includes:

[0137] Before the task vehicle arrives at the corresponding standard charging station, the vehicle lock of the standard charging station is locked; before the task vehicle arrives at the corresponding non-standard charging station, the vehicle lock of the non-standard charging station is locked.

[0138] This embodiment reserves charging positions for designated vehicles by selectively controlling the locking and activation of electric vehicle charging stations. The reserved time (accurate to the minute) can be determined as the sum of the estimated arrival time at the charging station and a preset tolerance time. The preset tolerance time can be selected by those skilled in the art based on the specific usage scenario. By increasing the preset tolerance time, it is possible to ensure that the vehicle can start charging immediately upon arrival at the charging station, allowing for quick charging and departure. This method has minimal impact on the normal operation of the charging station and will not cause charging difficulties due to excessive traffic volume on the corresponding road section. For example, when a charging station has 10 charging stations, one charging station can be activated each time as either a standard or non-standard charging station for the assigned task. For this charging station, the reserved time and resource costs incurred by keeping the charging station locked are within an acceptable minimum.

[0139] It should be noted that, in this embodiment, vehicles other than the mission vehicle are not used as calibration aids, and they are charged according to the charging plan determined by the vehicle owner, referring to existing technology.

[0140] Example 3:

[0141] This embodiment is a preferred embodiment of Embodiment 2 of the present invention.

[0142] For new energy vehicles, the state of charge (SBC) refers to the percentage of the battery's current remaining charge relative to its full capacity. For example, if a battery has a total capacity of 100 ampere-hours (Ah), a SBC of 50% means that the battery has 50 ampere-hours of charge remaining.

[0143] For new energy electric vehicles, when the remaining battery charge is within a certain intermediate range (e.g., 20% to 80%), the chemical reaction of the battery is relatively stable during charging, the interface state between the electrode material and the electrolyte is relatively ideal, and the polarization resistance and diffusion impedance of the battery are relatively stable.

[0144] Based on this, in order to improve the reliability of the data collected by the task vehicle during the calibration process, in one embodiment, for the third optional vehicle in step 702 of embodiment 2, when generating at least one assigned task for it, the remaining battery status of the third optional vehicle when arriving at each charging station is estimated. When generating the charging plan, only charging stations that can keep the remaining battery status of the third optional vehicle within a preset battery range are selected, so that only battery data with the remaining battery status within the preset battery range during charging is collected, thereby determining the second battery deviation value, and calibrating the corresponding charging station according to embodiment 2. The preset battery range is selected by those skilled in the art according to the specific usage scenario; in one embodiment, the preset battery range can be 20% to 80%.

[0145] In another optional embodiment, after generating the task reward information for the third optional vehicle in Embodiment 2, the owner of the third optional vehicle is not required to choose to accept one of the planned assigned tasks. Instead, multiple planned assigned tasks and corresponding task reward information are displayed to the owner, who then selects one of the multiple assigned tasks they can accept. After the owner's selection, the third optional vehicle is designated as the task vehicle. When the task vehicle is charging at a standard charging station on the highway, the next non-standard charging station to be calibrated is selected from the multiple assigned tasks accepted by the owner. During this process, only charging stations that can keep the remaining battery level of the task vehicle within a preset battery range are selected. Only battery data with the remaining battery level within the preset battery range during charging is collected to determine the second battery deviation value, and the corresponding charging station is calibrated according to Embodiment 2.

[0146] Example 4:

[0147] This embodiment is a preferred embodiment of the present invention, embodiment 3.

[0148] Due to the underdeveloped infrastructure for new energy electric vehicles, particularly the configuration and planning of charging stations, the charging needs of these vehicles are often insufficient. This frequently results in numerous charging stations and charging piles remaining idle and closed, while some charging stations experience a severe shortage of available charging piles. This irrational planning and utilization of resources leads to significant waste. This situation is particularly prevalent on highways, where charging often requires the vehicle to reach a charging station. When a vehicle's battery is low, it cannot reach the designated location. Furthermore, highways restrict vehicle speed and direction, making charging a significant inconvenience for drivers. Drivers often need to manually check charging station information and plan their routes based on their destination and remaining battery power. Because data access is not always timely, planning errors frequently occur, leading to charging failures. These unavoidable steps waste considerable time. These factors combined contribute to the difficulty of charging on highways.

[0149] To alleviate the charging difficulties on highways and improve the reliability of data collected by the task vehicle during meter calibration, we can first determine candidate vehicles according to step 60 in Example 2, and then determine whether the candidate vehicles have scheduled charging on the current highway section according to the following steps. The candidate vehicles that have scheduled charging on the current highway section will be designated as the task vehicles. Specifically:

[0150] Step 801: Generate charging planning suggestions based on the remaining battery status of the candidate vehicles and the planned driving route.

[0151] The planned driving route refers to the route selected by the owner of the candidate vehicle on the current highway segment based on their desired origin and destination. Charging planning suggestions include two options: charging is required on the current highway segment, or charging is not required on the current highway segment.

[0152] In one embodiment, the vehicle owner's navigation system and the vehicle's onboard system exchange data, and the navigation system also exchanges data with companies providing charging services on the current highway segment. The method for achieving this data exchange is determined by those skilled in the art in conjunction with the specific use case and existing technology, and will not be elaborated upon here. Before entering a highway segment, when the vehicle owner needs to plan their charging strategy for that segment, they often use a mobile phone, tablet, personal computer, or onboard system to access the navigation system and input the starting point of the predetermined route (e.g., ...). Figure 12 The “entrance A of the first highway segment” shown in the diagram) and the destination (e.g., such as Figure 12(As shown in the image, "Exit B of the first highway segment"), query the distribution of available charging stations on that highway segment. At this time, the remaining battery power of the candidate vehicle can be obtained from its onboard system, and the navigation system can obtain the planned driving route. Based on the above information, calculate whether the remaining battery power is sufficient to ensure the candidate vehicle reaches its destination if it does not charge while traveling on the current highway segment. If it is, the navigation system will display a charging plan suggesting that charging on the current highway segment is not necessary; if not, the navigation system will display a charging plan suggesting that charging on the current highway segment is necessary. Figure 12 As shown, after searching in the navigation system, if the generated charging plan suggests charging on the current highway segment, the navigation system will return a result interface showing the real-time charging plan suggestion. The driver may query the navigation system at different times before reaching the starting point. Because the remaining battery level varies at different times, the charging plan suggestion provided by the navigation system may also differ. Each time the driver queries the navigation system, the charging plan suggestion is updated based on real-time data.

[0153] Specifically, the charging planning suggestion includes a first charging prompt and a second charging prompt; the first charging prompt indicates that charging is needed on the current highway segment, and the second charging prompt indicates that charging is not needed on the current highway segment; in one embodiment, step 801 includes:

[0154] Based on the remaining battery level and the predetermined driving route, the remaining driving distance is determined. When the difference between the remaining driving distance and the third driving distance corresponding to the predetermined driving route is less than or equal to a preset threshold, the first charging prompt is used as the charging planning suggestion; wherein, the third driving distance corresponding to the predetermined driving route refers to the distance required to drive along the predetermined driving route, for example, the mileage from the starting point to the destination; the preset threshold is determined by those skilled in the art based on experience and in conjunction with specific usage scenarios, and is not limited here. When the difference between the remaining driving distance and the third driving distance corresponding to the predetermined driving route is greater than the preset threshold, the second charging prompt is used as the charging planning suggestion.

[0155] The remaining driving range determined in this embodiment can be: the distance that, under ideal conditions, the vehicle can continue driving from the starting point using the remaining battery power, calculated based on speed and distance. In an optional embodiment, historical traffic information (such as traffic jams) can also be incorporated, and the time required to traverse each sub-segment of the predetermined driving route can be analyzed based on big data. Based on the driving history data of the candidate vehicle itself, the battery power consumed to traverse the corresponding sub-segment can be obtained; for example, the battery power consumed when congested in a certain type of sub-segment (such as a sub-segment with a gradient greater than a certain value). Furthermore, by combining this with the specific current highway section, a more realistic driving range can be obtained, generating more accurate charging planning suggestions.

[0156] Step 802: Based on the charging plan suggestion, select whether the candidate vehicle should be scheduled for charging on the current highway section.

[0157] Among them, scheduled charging refers to establishing a reservation order with the charging station selected by the car owner on the current highway section, and making an appointment in advance so that the selected vehicle will arrive at the charging station selected by the car owner to complete the charging after entering the current highway section.

[0158] In one embodiment, when the candidate vehicle is at the entrance toll station of the current highway segment (e.g., ... Figure 13 When the driver enters the toll station at "Entrance A of the First Expressway Section" as shown, the in-vehicle system will push a "Do you want to plan your charging?" guidance message to the driver via the display screen, prompting the driver to plan their charging in a timely manner. When the driver enters the destination "Exit B of the First Expressway Section" and clicks the "Generate Charging Planning Suggestion" button, the navigation system will redirect to the toll station shown in the image. Figure 12 The interface shown is shown below. At this point, the vehicle owner can choose whether to schedule charging on the current highway section based on the charging plan suggestions; clicking "Schedule Charging" indicates that the vehicle owner has chosen to schedule charging. Since the distance between the candidate vehicle and the starting point is relatively small, and the time spent passing through the corresponding entrance toll station is not too long, the charging plan suggestions generated based on the current remaining battery level are relatively reliable.

[0159] Step 803: When it is determined that the candidate vehicle has made a reservation for charging on the current highway segment, the candidate vehicle is designated as the task vehicle. Based on the distribution of available charging stations on the current highway segment and the remaining battery power of the task vehicle, at least one recommended charging station is determined on the predetermined driving route. The recommended charging station provides charging discounts to the task vehicle to guide it to the recommended charging station to complete charging.

[0160] The optional charging station distribution refers to the location distribution of all available charging stations along the current highway segment that include non-standard charging piles. The remaining driving range refers to the distance the mission vehicle can continue traveling from the starting point on the predetermined route using its remaining battery power.

[0161] Since the mission vehicle needs to charge at a standard charging station and then at a non-standard charging station within a preset time, and all recommended charging stations in this embodiment include non-standard charging stations, while the proportion of standard charging stations in each charging station will not be too low; after the mission vehicle charges at a standard charging station, upon arriving at the next recommended charging station, it can be guided to a non-standard charging station that has not been calibrated for a longer period of time by offering a larger charging discount, so as to calibrate the non-standard charging station.

[0162] In one embodiment, when the car owner is in such a situation Figure 12 When the "Schedule Charging" button is clicked on the results screen, the navigation system retrieves the vehicle performance parameters corresponding to the vehicle model and historical driving data (including driving time, distance, and average power consumption of the vehicle model) for different types of road conditions. Based on the retrieved data, the remaining driving range is calculated using big data analytics. Based on the remaining driving range, a baseline position is determined that allows the vehicle to reach the target location with the highest remaining battery level on the current highway segment. The navigation system then retrieves the distribution of available charging stations on the current highway segment and identifies multiple first-choice charging stations near this baseline position along the predetermined route—those whose distance difference from the baseline position is less than a certain distance. Furthermore, based on the principle of distributing the processing load of each charging station on the highway segment as much as possible, the navigation system selects at least one recommended charging station from all the first-choice charging stations.

[0163] like Figure 4 As shown, all recommended charging stations are pushed to car owners via the navigation system for them to choose from. Figure 4 The interface displays five charging plans: "72 minutes 102.1 km", "67 minutes 100.6 km", "69 minutes 100.7 km", "70 minutes 101.5 km", and "75 minutes 101.3 km". After selecting a recommended charging station, a reservation for charging at that station is created. Discounts and other benefits will be offered when the vehicle arrives at the reserved charging station for charging and payment. Specifically, according to... Figure 4 You can enjoy discounts for any of the five charging plans and complete your charge at at least one of the recommended charging stations.

[0164] When determining recommended charging stations, selection is made based on non-standard charging piles among the various first-option charging stations. To improve the reliability of data collected by the mission vehicle during meter calibration, in one embodiment, a minimum ratio can be set. Based on this minimum ratio, the remaining battery level of the mission vehicle when it arrives at the planned charging pile, as well as the required charging amount, is estimated to determine whether to designate the first-option charging station containing the corresponding charging pile as the recommended charging station.

[0165] First, if the required charging amount increases the battery's remaining state of charge by a ratio greater than or equal to a minimum ratio, the task vehicle is used to calibrate the non-standard charging station, and the first alternative charging station where the non-standard charging station is located is designated as the recommended charging station. The minimum ratio is selected by those skilled in the art based on the specific usage scenario; in one embodiment, the minimum ratio can be 10%. Conversely, if the required charging amount increases the battery's remaining state of charge by a ratio less than the minimum ratio, the task vehicle is not used to calibrate the non-standard charging station, and the first alternative charging station where the non-standard charging station is located is not designated as the recommended charging station. In one embodiment, when the first alternative charging station where the non-standard charging station is located is not the last charging station planned for the task vehicle—that is, when it is expected to reach the destination directly after charging at the non-standard charging station—even if the required charging amount increases the remaining state of charge by a ratio less than the minimum ratio, the first alternative charging station where the non-standard charging station is located can still be designated as the recommended charging station, but the task vehicle will not be used to calibrate the non-standard charging station subsequently.

[0166] For example, if the minimum ratio is 10%, when the task vehicle 1 is charging at the charging station 1, firstly, if the required charging amount increases the remaining power by a ratio of 20%, which is greater than 10%, then the task vehicle 1 is used to calibrate the charging station 1, and the first alternative charging station 1 where the charging station 1 is located is selected as the recommended charging station. If the required charging amount increases the remaining power by a ratio of 5% to less than 10%, then the task vehicle 1 is not used to calibrate the charging pile 1, and the first alternative charging station 1 is not used as the recommended charging station. Instead, other first alternative charging stations are considered. In one embodiment, since the charging plan scheme plans three recommended charging stations for the task vehicle, after charging at the first alternative charging station 1, it is necessary to go to the first alternative charging station 2 to charge and then reach the destination from the first alternative charging station 2. Therefore, the first alternative charging station 1 can also be used as the recommended charging station. However, when the vehicle owner selects the charging plan scheme, the task vehicle is not used to calibrate the charging pile 1 when charging at the charging pile 1. That is, the fourth target power of the charging pile 1 is not collected according to step 80 in embodiment 2 of the present invention, nor is the fourth actual power added by the task vehicle at the charging pile 1 collected, and there is no need to calculate the second power deviation value of the charging pile 1 for this charging.

[0167] Secondly, to determine the next recommended charging station and charging pile for the assigned vehicle, the remaining battery level of the vehicle upon arrival at each first alternative charging station after charging at a standard charging pile is estimated. The difference between the upper limit (e.g., 80%) and the lower limit (e.g., 10%) of a preset battery level range (e.g., 20% to 80%) is defined as a comparison parameter (e.g., 70%). If the remaining battery level upon arrival at a first alternative charging station is lower than the comparison parameter, that first alternative charging station is designated as a recommended charging station, and subsequent charging and meter calibration will be performed at a non-standard charging pile within that recommended charging station. Conversely, if the remaining battery level is greater than or equal to the comparison parameter, that first alternative charging station is not designated as a recommended charging station. In one embodiment, when the first alternative charging station is not the last charging station planned for the task vehicle in its charging plan scheme, that is, when the vehicle does not reach its destination directly after charging at the first alternative charging station, even if the remaining power status is greater than or equal to the comparison parameter, the first alternative charging station can be used as the recommended charging station, but the task vehicle will not be used to calibrate the non-standard charging piles in the first alternative charging station.

[0168] In one optional embodiment, to ensure that the remaining battery level of the vehicle upon arrival at the next charging station is lower than the comparison parameter, after determining the next recommended charging station and charging pile, the estimated driving distance between the standard charging pile where the vehicle will be charged and the next charging pile is calculated; wherein, the calculation method for the driving distance is the same as the calculation method for the remaining driving range. Based on the estimated driving distance, the estimated remaining battery level of the vehicle upon arrival at the corresponding recommended charging station is performed; if the estimated remaining battery level is definitely lower than the upper limit of a preset battery range (e.g., 80%), then the vehicle will be fully charged (i.e., 100%) when charging at the standard charging pile; if the estimated remaining battery level is not necessarily lower than the upper limit of the preset battery range (e.g., 80%), then the vehicle will be charged to a level exceeding the upper limit but not fully charged (e.g., 90%) when charging at the standard charging pile.

[0169] Based on this, regardless of which recommended charging station or non-standard charging pile is selected, it is impossible to charge the vehicle to full capacity. When calibrating a non-standard charging pile, the fourth target charge of the charging pile is collected only when the remaining charge of the vehicle is within the preset charge range. The fourth actual charge added by the vehicle at the charging pile is also collected according to step 80 in Embodiment 2 of this invention. This is combined with the third target charge collected when charging at the standard charging pile and the third actual charge added by the vehicle at the standard charging pile to calculate the second charge deviation value of the non-standard charging pile for this charging. That is, the calibration is performed only using the charge collected when the remaining charge is within the preset charge range.

[0170] In one embodiment, after a car owner creates a reservation order for charging, the time range for the task vehicle to arrive at the recommended charging station on the reservation order is determined based on historical traffic information, and a charging pile is reserved for the task vehicle within the time range of its arrival.

[0171] This embodiment aims to guide vehicle owners to create pre-ordered charging slots as soon as they enter the current highway segment through charging incentives. This completes the charging planning for as many vehicles as possible along the entire highway segment, making the destination charging stations and arrival times for most vehicles relatively controllable, minimizing charging shortages and avoiding completely idle charging stations. By offering charging incentives, vehicles on the highway are guided to recommended pre-ordered charging stations, achieving the goal of maximizing charging planning for as many vehicles as possible on the current highway segment. By maximizing traffic control at each charging station, the processing pressure on each charging station along the highway segment is distributed, minimizing the rate at which the real-time processing capacity of each charging station reaches saturation during peak charging periods. This maximizes the satisfaction of the necessary charging needs of all new energy electric vehicles, improves the charging experience for vehicle owners on highways, and solves the problem of charging difficulties on highways.

[0172] Step 804: When it is determined that the candidate vehicle is not scheduled for charging on the current highway section, a second candidate charging station is generated based on the real-time charging needs of the candidate vehicle and the distribution of the available charging stations; the second candidate charging station does not provide charging discounts for the candidate vehicle.

[0173] Car owners who do not choose to schedule charging may suddenly need to charge on the current highway section. In this case, given the negative impact on the overall charging plan of the current highway section, charging discounts will not be offered to them. This will encourage the car owners to schedule charging according to the charging plan when they enter a highway section with a charging plan next time.

[0174] It should be noted that car owners who choose to reserve charging may encounter unforeseen circumstances where they are unable to reach the selected recommended charging station, or for other reasons, they may need to charge at a charging station outside the planned route (here, charging station refers to the current section of the highway). In this case, the above process will still be followed, and charging services will be provided to the corresponding car owners without any discounts.

[0175] Example 5:

[0176] This embodiment is a preferred embodiment of Embodiment 2 of the present invention.

[0177] For a non-standard charging station, when the second power deviation value measured by the task vehicle is greater than the preset deviation range value, the non-standard charging station needs to perform its own intelligent meter calibration based on the second power deviation value. Since the charging stations in this embodiment are all intelligent meters, after receiving feedback from the corresponding task vehicle, the intelligent meter can calculate the error compensation value and use the error compensation value to adjust the accuracy of its own output power.

[0178] Once the first task vehicle calibrates the non-standard charging pile and calculates the error compensation value, it cannot be immediately designated as a new standard charging pile. Instead, the error compensation value is recorded as the error value to be verified for the non-standard charging pile. A preset number of verifications is determined. Only after the non-standard charging pile has been verified by a preset number of task vehicles can it become a new standard charging pile or a charging pile awaiting repair. Charging piles awaiting repair require manual inspection. The preset number of verifications is selected by those skilled in the art based on the specific usage scenario. In one embodiment, the preset number of verifications can be 2.

[0179] Specifically, the errors in many charging piles are often due to normal wear and tear on the internal wiring after a certain period of use. These errors can be reproduced using error compensation values. Therefore, when the preset number of calibrations is 1, if a second vehicle calibrates the non-standard charging pile and calculates a new error compensation value, and the difference between this new error compensation value and the error value to be calibrated is negligible, then the non-standard charging pile is considered a new standard charging pile, meaning its output power accuracy is in an ideal state. The size of the negligible error is selected by those skilled in the art based on the specific usage scenario. Since the error compensation value is reproducible, the charging pile can be considered to continue working normally. Each calculation based on the error compensation value will automatically adjust its output power accuracy. However, periodic calibration by a task vehicle may be required to adjust the error compensation value.

[0180] Since the errors of some charging piles are random, the causes of which may be chip control problems, etc., and such errors are not reproducible, if the difference between the new error compensation value and the error value to be verified is not negligible, the non-standard charging pile will not be recognized as a new standard charging pile, and the non-standard charging pile will be reported to the charging pile company for manual inspection and maintenance.

[0181] It should be noted that both the first and second mission vehicles were first charged at a standard charging station, and then charged at the non-standard charging station.

[0182] Example 6:

[0183] like Figure 15The diagram shown is a schematic representation of the device for calibrating charging stations using an electric vehicle, as described in this embodiment. The device includes one or more processors 21 and a memory 22. Figure 15 Take a processor 21 as an example.

[0184] Processor 21 and memory 22 can be connected via a bus or other means. Figure 15 Taking the example of a connection between China and Israel via a bus.

[0185] The memory 22, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs and non-volatile computer-executable programs, such as the method for calibrating a charging station using an electric vehicle in this embodiment. The processor 21 executes the method for calibrating a charging station using an electric vehicle by running the non-volatile software program and instructions stored in the memory 22.

[0186] Memory 22 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, memory 22 may optionally include memory remotely located relative to processor 21, which can be connected to processor 21 via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0187] The program instructions / modules are stored in the memory 22. When executed by one or more processors 21, they perform the method for calibrating charging piles using electric vehicles as described in the above embodiments. For example, they perform each step of the method for calibrating charging piles using electric vehicles as described in this embodiment. The apparatus for calibrating charging piles using electric vehicles according to the present invention can exist in various forms, including but not limited to:

[0188] (1) Mobile communication devices: These devices are characterized by their mobile communication capabilities and primarily aim to provide voice and data communication. These terminals include: smartphones (e.g., iPhones), multimedia phones, feature phones, and low-end phones, etc.

[0189] (2) Ultra-mobile personal computer devices: These devices fall under the category of personal computers, possessing computing and processing capabilities, and generally also have mobile internet access features. These terminals include PDAs, MIDs, and UMPCs, such as the iPad.

[0190] (3) Server: A device that provides computing services. The components of a server include a processor, hard disk, memory, system bus, etc. Servers are similar to general computer architectures, but because they need to provide highly reliable services, they have higher requirements in terms of processing power, stability, reliability, security, scalability, and manageability.

[0191] (4) Other electronic devices with computing, storage and Internet connectivity functions.

[0192] This embodiment also provides a non-volatile computer storage medium storing computer-executable instructions that are executed by one or more processors, for example... Figure 15 One of the processors 21 can enable the above-described one or more processors to execute the method for calibrating charging piles using electric vehicles in the specific embodiments of the present invention, for example, to execute the various steps of the method for calibrating charging piles using electric vehicles in this embodiment described above; it can also implement Figure 15 The various modules and units described above; or the method for calibrating charging piles using electric vehicles as described in the specific embodiments of the present invention, for example, executing the various steps of the method for calibrating charging piles using electric vehicles as described in this embodiment above; can also be implemented Figure 15 The aforementioned modules and units.

[0193] It is worth noting that the information interaction and execution process between the modules and units in the above-mentioned device and system are based on the same concept as the processing method embodiment of the present invention. For details, please refer to the description in the method embodiment of the present invention, and will not be repeated here.

[0194] Those skilled in the art will understand that all or part of the steps in the various methods of the embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, which may include: read-only memory (ROM), random access memory (RAM), magnetic disk or optical disk, etc.

[0195] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for calibrating charging stations using electric vehicles, characterized in that, include: The mission vehicle is charged at the first charging station; the first target charge added to the mission vehicle is obtained from the first charging station, and the first actual charge added to the mission vehicle at the first charging station is obtained from the mission vehicle. The mission vehicle is charged at the second charging station; the second target charge added to the mission vehicle is obtained from the second charging station, and the second actual charge added to the mission vehicle at the second charging station is obtained from the mission vehicle. The difference between the first target power and the first actual power is determined as a first benchmark value; the difference between the second target power and the second actual power is determined as a second benchmark value; the difference between the first benchmark value and the second benchmark value is used as a first power deviation value between the first charging pile and the second charging pile. Based on the first power deviation value, determine which of the first and second charging piles needs meter calibration, so as to use the task vehicle to assist in meter calibration. This also includes: Identify the original standard charging piles whose distance difference from any non-standard charging pile in the set of non-standard charging piles is less than a preset distance threshold. Based on the available vehicle's own parameter information and historical usage information, at least one candidate vehicle is identified, resulting in a candidate vehicle set. The task vehicle is determined from the set of candidate vehicles; wherein the task vehicle is used to charge at the original standard charging station and then charge at a non-standard charging station within a preset time. The second power deviation value of the non-standard charging pile is obtained based on the third target power corresponding to the original standard charging pile, the third actual power added by the task vehicle at the original standard charging pile, the fourth target power corresponding to the non-standard charging pile, and the fourth actual power added by the task vehicle at the non-standard charging pile. When the second power deviation value is greater than the preset deviation range value, the non-standard charging pile performs its own intelligent meter calibration based on the second power deviation value, so as to calibrate the non-standard charging pile with reference to the original standard charging pile; The method includes: determining a first set of charging piles that the available vehicle can cover based on the path fingerprint of the available vehicle; when there is an intersection between the first set of charging piles and the set of non-standard charging piles, the available vehicle is selected as a first optional vehicle; comprehensively analyzing the model, service life and battery type of the first optional vehicle, selecting at least one candidate vehicle from at least one first optional vehicle, so as to obtain a candidate vehicle set based on the corresponding self-parameter information and historical usage information.

2. The method for calibrating charging piles using electric vehicles according to claim 1, characterized in that, It is determined that the output deviation value of the first charging pile is less than the preset deviation range value; The method includes: When the first power deviation value is greater than the preset deviation range value, the second charging pile is identified as a charging pile to be calibrated, so as to facilitate the calibration of the second charging pile.

3. The method for calibrating charging piles using electric vehicles according to claim 1, characterized in that, The method includes: When at least one of the candidate vehicles in the candidate vehicle set activates the task assignment, a third candidate vehicle and its corresponding assignment task are determined from the at least one second candidate vehicle based on the historical calibration information of the non-standard charging pile set and the at least one second candidate vehicle for the activated task assignment. Generate corresponding task reward information for the assigned task to guide the third optional vehicle to accept the corresponding assigned task; When the third optional vehicle chooses to accept the assigned task, the third optional vehicle is designated as the task vehicle.

4. The method for calibrating charging stations using electric vehicles according to claim 3, characterized in that, The method includes: Based on the current location and remaining battery power of the second optional vehicle, at least one optional charging station is determined for the second optional vehicle from the set of non-standard charging stations; When the optional charging station corresponds to more than one second optional vehicle, the estimated time required for the second optional vehicle to reach the optional charging station is estimated based on the difference between the current location of the second optional vehicle and the distance of the optional charging station; the second optional vehicle with the shortest estimated time is determined as the third optional vehicle; and / or, based on historical calibration information, the second optional vehicle with the highest task completion integrity is determined as the third optional vehicle. The assigned task for the third optional vehicle is obtained based on the optional charging station.

5. The method for calibrating charging piles using electric vehicles according to claim 1, characterized in that, Also includes: Before the task vehicle arrives at the corresponding standard charging station, the vehicle lock of the standard charging station is locked. Before the task vehicle arrives at the corresponding non-standard charging station, the vehicle lock of the non-standard charging station is locked.

6. The method for calibrating charging piles using electric vehicles according to claim 1, characterized in that, Also includes: After the non-standard charging pile completes its own intelligent meter calibration based on the second power deviation value, it will be used as a new standard charging pile so that the task vehicle can use the new standard charging pile to calibrate other non-standard charging piles in the future.

7. A device for calibrating charging stations using electric vehicles, characterized in that, The device for calibrating charging piles using electric vehicles includes at least one processor and a memory, which are connected via a data bus. The memory stores instructions that can be executed by the at least one processor. After being executed by the processor, the instructions are used to implement the method for calibrating charging piles using electric vehicles as described in any one of claims 1-6.

8. A non-volatile computer storage medium, characterized in that, The computer storage medium stores computer-executable instructions, which are executed by one or more processors to perform the method for calibrating charging piles using an electric vehicle as described in any one of claims 1-6.

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