Charging control method of new energy automobile and related device

Abstract

The invention discloses a charging control method of a new energy automobile and a related device, and relates to the technical field of charging control methods, and when the new energy automobile is in butt joint with a charging pile, the charging pile determines a power consumption loss parameter according to the model of the new energy automobile and the total driving kilometers of the new energy automobile; therefore, the charging pile can measure and calculate the power consumption loss parameter of the new energy vehicle, and further loss of the electric quantity of the new energy vehicle due to data operation is avoided. Therefore, the charging mode is determined based on the power consumption loss parameter, the remaining electric quantity of the new energy automobile and the preset charging time of the new energy automobile; the new energy vehicle is charged in the charging mode, a charging abnormal node is determined according to the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, the replaced charging mode is determined according to the charging abnormal node and the mode switching model of the charging pile, and autonomous replacement of the charging mode is triggered based on the charging abnormal node. And the charging control of the new energy vehicle in the charging process is realized.

Description

Technical Field

[0001] The present invention relates to the technical field of charging control methods, and in particular to a charging control method for new energy vehicles and related devices. Background Art

[0002] With the development of technology, new energy vehicles are gradually applied to people's lives and gradually carry out long-distance driving. New energy vehicles will charge at the charging piles of some gas stations during long-distance driving. In the prior art, new energy vehicles charge at charging piles and perform single charging according to the charging mode set by users. However, when charging anomalies occur, the charging mode cannot be autonomously changed, which affects the charging control of new energy vehicles. Summary of the Invention

[0003] The purpose of the present invention is to overcome the deficiencies of the prior art. The present invention provides a charging control method for new energy vehicles and related devices.

[0004] An embodiment of the present invention provides a charging control method for new energy vehicles, including:

[0005] Estimate the expected power consumption based on the current driving mode of the new energy vehicle and the remaining distance to be traveled by the new energy vehicle;

[0006] Determine a charging pile based on the expected power consumption, the current battery level of the new energy vehicle, and the driving map of the new energy vehicle;

[0007] When the new energy vehicle is docked with the charging pile, the charging pile determines the power consumption parameter based on the model of the new energy vehicle and the total driving kilometers of the new energy vehicle;

[0008] Determine a charging mode based on the power consumption parameter, the remaining battery level of the new energy vehicle, and the preset charging time of the new energy vehicle;

[0009] The new energy vehicle charges in this charging mode, determines a charging anomaly node based on the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and determines the replaced charging mode based on this charging anomaly node and the mode switching model of the charging pile. The replaced charging mode is autonomously changed from the charging mode.

[0010] An embodiment of the present invention provides a charging control device for new energy vehicles. The charging control device for new energy vehicles is applied to the above-mentioned charging control method for new energy vehicles. The charging control device for new energy vehicles includes:

[0011] An expected power consumption module, configured to estimate the expected power consumption based on the current driving mode of the new energy vehicle and the remaining distance to be traveled by the new energy vehicle;

[0012] The charging pile module is used to determine a charging pile according to the power to be consumed, the current power of the new energy vehicle, and the driving map of the new energy vehicle;

[0013] The power consumption parameter module is used to determine the power consumption parameter when the new energy vehicle is docked with the charging pile, and the charging pile determines the power consumption parameter according to the model of the new energy vehicle and the total driving kilometers of the new energy vehicle;

[0014] The charging mode module is used to determine the charging mode based on the power consumption parameter, the remaining power of the new energy vehicle, and the preset charging time of the new energy vehicle;

[0015] The mode replacement module is used for the new energy vehicle to charge in this charging mode, determine the charging abnormal node according to the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and determine the replaced charging mode according to the charging abnormal node and the mode switching model of the charging pile. The replaced charging mode is autonomously replaced by the charging mode.

[0016] Compared with the prior art, the beneficial effects of the present invention are:

[0017] In the embodiment of the present invention, through the method in the embodiment of the present invention, the power to be consumed is estimated according to the current driving mode of the new energy vehicle and the remaining distance to be completed by the new energy vehicle; the charging pile is determined according to the power to be consumed, the current power of the new energy vehicle, and the driving map of the new energy vehicle; when the new energy vehicle is docked with the charging pile, the charging pile determines the power consumption parameter according to the model of the new energy vehicle and the total driving kilometers of the new energy vehicle, taking the charging pile as the operation center, and controlling the model of the new energy vehicle and the total driving kilometers of the new energy vehicle, so as to facilitate the charging pile to calculate the power consumption parameter of the new energy vehicle, achieving precise control of the power consumption parameter of the new energy vehicle and avoiding further power loss of the new energy vehicle due to data operation.

[0018] Therefore, the charging mode is determined based on the power consumption parameter, the remaining power of the new energy vehicle, and the preset charging time of the new energy vehicle; the new energy vehicle charges in this charging mode, determines the charging abnormal node according to the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and determines the replaced charging mode according to the charging abnormal node and the mode switching model of the charging pile. The replaced charging mode is autonomously replaced by the charging mode, so as to facilitate two-way data control of the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, ensuring precise control of the charging abnormal node, and then triggering autonomous replacement of the charging mode based on the charging abnormal node, realizing charging control during the charging process of the new energy vehicle. Description of the Drawings

[0019] Figure 1It is a schematic flow chart of the charging control method for a new energy vehicle in an embodiment of the present invention;

[0020] Figure 2 It is a schematic flow chart of step S11 in the charging control method for a new energy vehicle in an embodiment of the present invention;

[0021] Figure 3 It is a schematic flow chart of step S12 in the charging control method for a new energy vehicle in an embodiment of the present invention;

[0022] Figure 4 It is a schematic flow chart of step S13 in the charging control method for a new energy vehicle in an embodiment of the present invention;

[0023] Figure 5 It is a schematic flow chart of step S14 in the charging control method for a new energy vehicle in an embodiment of the present invention;

[0024] Figure 6 It is a schematic flow chart of step S15 in the charging control method for a new energy vehicle in an embodiment of the present invention;

[0025] Figure 7 It is a schematic diagram of the structural composition of the charging control device for a new energy vehicle in an embodiment of the present invention. Detailed implementation manners

[0026] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention.

[0027] Please refer to Figures 1 to 7 , a charging control method for a new energy vehicle, which is applied to the charging control scenario of a new energy vehicle; the charging control method for the new energy vehicle includes:

[0028] Step S11: Estimate the expected power consumption based on the current driving mode of the new energy vehicle and the remaining distance to be traveled by the new energy vehicle;

[0029] Step S12: Determine a charging pile based on the expected power consumption, the current battery level of the new energy vehicle, and the driving map of the new energy vehicle;

[0030] Step S13: When the new energy vehicle docks with the charging pile, the charging pile determines the power consumption parameters based on the model of the new energy vehicle and the total driving kilometers of the new energy vehicle;

[0031] Step S14: Determine the charging mode based on the power consumption parameters, the remaining battery level of the new energy vehicle, and the preset charging time of the new energy vehicle;

[0032] Step S15: The new energy vehicle charges in this charging mode. Determine the charging abnormal node based on the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and determine the replaced charging mode according to the charging abnormal node and the mode switching model of the charging pile. The replaced charging mode is autonomously replaced by the charging mode;

[0033] Reference Figure 2 , in step S11, estimate the power consumption to be lost according to the current driving mode of the new energy vehicle and the remaining distance to be completed by the new energy vehicle;

[0034] In the specific implementation process of the present invention, the specific steps are as follows:

[0035] S111: Determine the power consumption data of the new energy vehicle according to the power monitoring of the new energy vehicle, and determine the current driving mode of the new energy vehicle according to the power consumption data of the new energy vehicle and the current working parameters of the new energy vehicle;

[0036] S112: Connect the new energy vehicle and the user's mobile phone via Bluetooth, determine the route to be completed by the new energy vehicle according to the navigation APP recorded on the mobile phone, mark multiple driving areas for the route to be completed, and determine multiple sub-power consumptions to be lost according to the driving kilometers of the multiple driving areas and the current driving mode of the new energy vehicle. Estimate the power consumption to be lost based on the multiple sub-power consumptions to be lost.

[0037] In the embodiment of the present application, determine the power consumption data of the new energy vehicle according to the power monitoring of the new energy vehicle, and determine the current driving mode of the new energy vehicle according to the power consumption data of the new energy vehicle and the current working parameters of the new energy vehicle, which takes into account the overall consideration of the power consumption data of the new energy vehicle and the current working parameters of the new energy vehicle, and ensures the accuracy of the current driving mode of the new energy vehicle.

[0038] At this time, the power consumption data of the vehicle is collected in real time through the power monitoring system inside the new energy vehicle. These data include but are not limited to the current remaining power of the battery (SOC, State of Charge), the power consumption rate (i.e., the percentage of power reduction per unit time), the battery temperature, the battery health status, etc. These data are usually provided by the battery management system (BMS, Battery Management System) of the new energy vehicle. Optionally, the power monitoring system of a new energy vehicle shows that the current remaining power is 70%, the power consumption rate is 1% per minute (under specific working conditions), the battery temperature is 25°C, and the battery health status is 95% (indicating the capacity retention rate of the battery relative to the brand-new state).

[0039] After obtaining the power consumption data, the system needs to combine the current working parameters of the new energy vehicle to determine the driving mode of the vehicle; the working parameters include vehicle speed, acceleration, motor working status (such as torque output), driver input (such as accelerator pedal position, brake pedal status), etc.; the driving mode is usually preset according to the energy consumption characteristics of the vehicle and the driver's needs, such as economy mode, sport mode, comfort mode, etc.; each mode corresponds to different power output characteristics and energy consumption levels; the system will input the power consumption data and working parameters into a preset algorithm or model, and determine the current driving mode through calculation or matching; if the vehicle speed is low, the acceleration is stable, the motor works in the low torque area, and the accelerator pedal position input by the driver is moderate, then the system will determine that the vehicle is currently in the economy mode.

[0040] Optionally, assume that this new energy vehicle is driving on an urban road, the vehicle speed is maintained at about 40 km / h, the acceleration changes smoothly, the motor torque output is moderate, and the driver gently steps on the accelerator pedal; at this time, the power monitoring system shows that the power consumption rate decreases by 0.8% per minute (lower than the previous 1%), and the battery temperature remains stable; based on these data and parameters, the system determines that the vehicle is currently in the economy mode because this mode provides a smooth driving experience at the cost of lower energy consumption.

[0041] Specifically, assume that a car owner drives a new energy vehicle from home to the company, and the distance is about 20 kilometers; before departure, the power monitoring system of the vehicle shows that the remaining power is 70%, and the vehicle has been driving in the economy mode on urban roads for some time (as shown in the above example); based on the remaining power and the expected driving distance, as well as the current economy driving mode, the system estimates that the remaining power of the vehicle when it reaches the destination is about 50% (it will vary considering factors such as road conditions and driving habits).

[0042] If the car owner suddenly needs to accelerate to overtake or get on the highway during driving, the system will automatically or prompt the driver to switch to the sport mode according to the sudden increase in vehicle speed, acceleration, and motor torque; in the sport mode, although the energy consumption of the vehicle will increase, the power output will also increase accordingly to meet the driver's immediate needs.

[0043] Furthermore, the new energy vehicle is connected to the user's mobile phone via Bluetooth, and the to-be-completed route of the new energy vehicle is determined according to the navigation APP recorded on the mobile phone. Multiple driving areas are marked on the to-be-completed route, and multiple sub-to-be-consumed powers are determined based on the driving kilometers of the multiple driving areas and the current driving mode of the new energy vehicle. The to-be-consumed power is estimated based on the multiple sub-to-be-consumed powers, taking into account the overall consideration of the driving kilometers of the multiple driving areas and the current driving mode of the new energy vehicle, ensuring the accuracy of the multiple sub-to-be-consumed powers.

[0044] At this time, the new energy vehicle is connected to the user's smartphone via Bluetooth technology; once the connection is successful, the system accesses the navigation application installed on the phone (such as Amap, Baidu Map, etc.) to obtain the user's driving route information, which usually includes the starting point, ending point, waypoints, and the recommended driving route; optionally, the user needs to ensure that the Bluetooth functions of both the phone and the new energy vehicle are turned on, and select to pair with the phone in the vehicle's multimedia system or a dedicated charging control application; once the pairing is successful, the data of the navigation application is read by the vehicle system.

[0045] After obtaining the navigation data, the system divides the entire driving route into multiple driving regions, which are divided based on different road conditions, speed limits, traffic density, or other relevant factors; urban areas require more power due to traffic congestion and frequent stops, while highways require less power due to continuous high-speed driving; optionally, the system uses the built-in map data and algorithms to automatically divide the driving regions, or divides them according to the detailed road condition information provided by the navigation application.

[0046] For each driving region, the system calculates the estimated power loss for the sub-region based on the driving kilometers in that region and the current driving mode of the new energy vehicle, which usually involves using a preset power consumption model or algorithm that takes into account the vehicle's energy consumption characteristics, road conditions, driving speed, and other relevant factors; optionally, the system uses the data provided by the vehicle's battery management system (BMS) to calibrate the power consumption model to ensure the accuracy of the calculation; if the vehicle is currently in the economy mode and driving on a flat urban road, the system uses a lower power consumption rate to calculate the estimated power loss for the sub-region.

[0047] The estimated power losses for all driving regions are added together to obtain the estimated power loss for the entire driving route, which will be used for subsequent charging control and driving planning decisions; optionally, the system provides an intuitive interface to display the estimated power loss and the remaining power when arriving at the destination, which helps the user understand the vehicle's power status and make corresponding charging or driving plans.

[0048] Specifically, assume that a car owner drives a new energy vehicle from home in the city center to the office in the suburbs; before departure, the car owner has planned the driving route through the navigation application on the smartphone, and the phone is successfully connected to the vehicle via Bluetooth.

[0049] The system first reads the navigation data and divides the entire driving route into three driving areas: the congested area in the city center, the urban expressway area, and the suburban highway area. According to the driving kilometers in each area and the current economic driving mode of the vehicle, the system calculates the sub-expected power consumption for each area. The congested area in the city center consumes more power due to frequent stops and starts (assumed to be 5 kWh), the urban expressway area consumes less power due to relatively smooth driving (assumed to be 3 kWh), and the suburban highway area consumes moderate power due to continuous high-speed driving (assumed to be 4 kWh).

[0050] Adding up these sub-expected power consumptions, the system obtains an estimated expected power consumption for the entire driving route of 12 kWh. Assuming the current remaining power of the vehicle is 40 kWh (i.e., approximately 67% of the total power), the system estimates that the remaining power when arriving at the destination will be 28 kWh (i.e., approximately 47% of the total power). This estimated value helps the vehicle owner understand the power status of the vehicle and decide whether to charge during the journey, as well as select a suitable charging station and charging mode.

[0051] Reference Figure 3 , in step S12, determine the charging pile according to the expected power consumption, the current power of the new energy vehicle, and the driving map of the new energy vehicle;

[0052] In the specific implementation process of the present invention, the specific steps are as follows:

[0053] S121: Collect the current power of the new energy vehicle and the unfinished route of the new energy vehicle, and compare the expected power consumption with the current power of the new energy vehicle;

[0054] S122: If the current power of the new energy vehicle is less than the expected power consumption, determine the safe power area in the unfinished route according to the current power of the new energy vehicle and the unfinished route of the new energy vehicle. The safe power area means that there is still power in the corresponding area of the new energy vehicle;

[0055] S123: Determine multiple charging piles according to the comparison of the safe power area and the position of the driving map of the new energy vehicle, and mark the usage status of the multiple charging piles. Determine the best charging pile according to the usage status of the multiple charging piles and the positions of the multiple charging piles. The new energy vehicle moves to the best charging pile under the current power usage;

[0056] In the embodiment of the present application, collecting the current power of the new energy vehicle and the unfinished route of the new energy vehicle, and comparing the expected power consumption with the current power of the new energy vehicle realizes the comparison of the expected power consumption and the current power of the new energy vehicle.

[0057] At this time, the current remaining power of the vehicle is obtained through the battery management system (BMS) of the new energy vehicle or other power monitoring devices. This power value is usually expressed as a percentage of the battery capacity or a specific power value (such as kWh); it is an important basis for evaluating whether the vehicle can complete the remaining journey. Optionally, the power monitoring system of a new energy vehicle shows that the current remaining power is 60%, that is, 60% of the battery capacity remains unused, or it is displayed as a specific power value, such as 24 kWh (assuming the total power is 40 kWh).

[0058] By connecting with the user's smartphone or other navigation devices, the information of the route to be completed set by the user is obtained. This usually includes the starting point, the ending point and the details of the route passed through, and also includes the estimated driving distance and the required driving time. Optionally, the user sets the route from home to the company on the navigation application of the smartphone, and the system obtains this route through Bluetooth or other wireless connection technologies and knows that the estimated driving distance is 30 kilometers.

[0059] After obtaining the current power and the route to be completed, the system will estimate the power required to complete the remaining route, that is, the power to be consumed, according to factors such as the energy consumption characteristics of the vehicle (such as power consumption per 100 kilometers), road conditions (such as congestion, average speed), weather conditions (such as temperature, wind speed), and the user's driving habits (such as whether they tend to accelerate or brake suddenly). Then, this power to be consumed is compared with the current power to evaluate whether the vehicle has enough power to complete the remaining journey. Optionally, assume that the system estimates that 20 kWh of power (i.e., 50% of the total power) is required to complete the remaining route according to the energy consumption characteristics of the vehicle and the estimated driving distance. Then, this power to be consumed is compared with the current power (24 kWh, that is, 60% of the total power). In this example, the current power is greater than the power to be consumed, so the system judges that the vehicle has enough power to complete the remaining journey and does not need to charge on the way.

[0060] Specifically, assume that a car owner drives a new energy vehicle from home to the company. Before departure, the power monitoring system of the vehicle shows that the remaining power is 60% (or 24 kWh); the car owner sets the route on the navigation application of the smartphone, and the system obtains this route through Bluetooth connection and knows that the estimated driving distance is 30 kilometers; the system estimates that 20 kWh of power is required to complete the remaining route according to the energy consumption characteristics of the vehicle and the road conditions; then, the system compares the power to be consumed (20 kWh) with the current power (24 kWh) and judges that the vehicle has enough power to complete the remaining journey, so there is no need to charge on the way.

[0061] This judgment result helps the vehicle owner better plan the journey and avoid being stranded due to insufficient battery power during driving. At the same time, if the system determines that the battery power is insufficient, it further guides the vehicle owner to find the nearest charging pile to ensure a safe arrival at the destination.

[0062] Further, if the current battery power of the new energy vehicle is less than the expected power consumption, the safe power area in the remaining route is determined according to the current battery power of the new energy vehicle and the remaining route of the new energy vehicle. The safe power area means that there is still power in the corresponding area of the new energy vehicle, which takes into account both the current battery power of the new energy vehicle and the overall remaining route, ensuring the accuracy of the safe power area in the remaining route.

[0063] At this time, the system first compares the current battery power of the new energy vehicle with the expected power consumption required to complete the remaining route. If the current battery power is less than the expected power consumption, the system will consider that the vehicle may run out of power when completing the remaining journey. Optionally, if the current battery power of the vehicle is 40 kWh (50% of the total battery capacity), and the system estimates that 60 kWh of power is required to complete the remaining route, the system will determine that the current battery power is not sufficient to support the vehicle to complete the remaining journey.

[0064] After determining that the current battery power is not sufficient to complete the remaining journey, the system calculates the maximum distance the vehicle can still drive safely, i.e., the safe driving distance, based on the vehicle's energy consumption characteristics (such as power consumption per 100 kilometers) and the current battery power. Optionally, if the vehicle's power consumption per 100 kilometers is 20 kWh, then with a current battery power of 40 kWh, the maximum distance the vehicle can still drive safely is half of 100 kilometers, i.e., 50 kilometers.

[0065] After obtaining the safe driving distance, the system combines the geographical location information in the remaining route to determine an area that includes the vehicle's current location and can cover the safe driving distance, i.e., the safe power area. This safe power area is the geographical location range where the vehicle can safely arrive with the remaining battery power. Optionally, if the vehicle's current location is in the city center, the company is located in the suburbs, and the remaining route mainly follows the urban main road, the system will determine a safe power area centered at the current location with a radius of approximately 50 kilometers (the actual shape is not a strict circle considering road conditions and driving speed) according to the safe driving distance (50 kilometers) and the direction of the urban main road. This area will include the urban area where the vehicle is currently located and part of the suburban area.

[0066] When determining the safe battery level area, the system also takes into account road conditions information (such as congestion, average speed, etc.) and the distribution of charging facilities. If the road conditions are poor or the charging facilities are scarce, the system will appropriately narrow the safe battery level area to ensure that the vehicle can find a charging facility as soon as possible in case of an emergency. Optionally, if the system finds that the road conditions within the safe battery level area are poor or the distribution of charging facilities is scarce, then it will narrow the safe battery level area to a range with a radius of approximately 40 kilometers centered on the current location to ensure that the vehicle can find a charging station to charge as soon as the battery runs low.

[0067] Specifically, assume that a car owner drives a new energy vehicle from his home in the city center to his company in the suburbs. Before departure, the remaining battery level of the vehicle shows 50% (i.e., 40 kWh). The car owner sets a route on the navigation system, and the system estimates that it will consume 60 kWh of electricity to complete the remaining route. Therefore, the system determines that the current battery level is not sufficient to support the vehicle to complete the remaining journey. Then, the system calculates the maximum distance that the vehicle can still drive safely based on the energy consumption characteristics of the vehicle and the current battery level, which is 50 kilometers. Then, the system combines the geographical location information, road conditions information, and the distribution of charging facilities in the route to be completed, and determines a safe battery level area with a radius of approximately 40 kilometers (appropriately narrowed considering the road conditions and the distribution of charging facilities) centered on the current location. This area includes the urban area where the car owner is currently located and part of the suburban area, ensuring that the car owner can find a charging station to charge as soon as the battery runs low. By determining this safe battery level area, the car owner can better plan the journey and avoid getting into trouble due to running out of battery during the driving process. At the same time, if the car owner finds that the battery is low and cannot find a charging station in time, he can also choose to find the nearest charging facility within the safe battery level area to charge to ensure a safe arrival at the destination.

[0068] Therefore, multiple charging piles are determined based on the comparison of the safe battery level area and the position of the driving map of the new energy vehicle, and the usage status of the multiple charging piles is marked. The best charging pile is determined based on the usage status of the multiple charging piles and the positions of the multiple charging piles. The new energy vehicle moves to the best charging pile under the current battery level usage, taking into account the overall consideration of the usage status of the multiple charging piles and the positions of the multiple charging piles, ensuring the accuracy of the best charging pile.

[0069] At this time, the system will first search on the driving map according to the previously determined safe battery level area to find all the charging piles located within this area. These charging piles include different types of charging facilities such as public charging piles, private charging piles, and fast charging piles. Optionally, if the safe battery level area is a circular area with a radius of 30 kilometers centered on the current position of the vehicle, the system will search for all available charging piles within this area and record their position information, type information, charging speed, and other information.

[0070] After finding all available charging piles, the system will query the usage status of these charging piles in real time, including information such as whether they are idle, reserved, or in the process of charging. This information is crucial for determining the best charging pile because if a charging pile is in use or has been reserved, then it is not a viable option. Optionally, the system will communicate with the charging pile management system through an interface or API to obtain the usage status information of the charging piles in real time and store this information together with the location information of the charging piles for subsequent analysis and comparison.

[0071] After obtaining the location information and usage status information of the charging piles, the system will determine the best charging pile according to a series of algorithms and rules. These algorithms and rules include considering factors such as the idle status of the charging pile, charging speed, distance from the vehicle's current location or the expected driving route, and whether a reservation is required. Optionally, the system will first filter out all idle charging piles and then sort them according to their charging speed and distance from the vehicle's current location. If multiple charging piles are similar in terms of charging speed and distance, the system will further consider other factors, such as whether a reservation is required and the reliability of the charging pile. Finally, the system will select a charging pile with the highest comprehensive score as the best choice.

[0072] After determining the best charging pile, the system will send navigation instructions to the new energy vehicle to guide the vehicle to move to the location of the charging pile along the optimal path. These navigation instructions will include detailed route information, estimated driving time and distance, and road condition information that needs attention. Optionally, the system will communicate with the vehicle's navigation system or in-vehicle computer through an interface to send the navigation instructions to the vehicle. After receiving the instructions, the vehicle will start driving according to the guidance of the navigation system until it reaches the location of the best charging pile.

[0073] Specifically, assume that a car owner is driving a new energy vehicle and finds that the battery power is insufficient during the driving process. The system determines a safe power range based on the current battery power and the estimated driving route. Within this range, the system searches for three charging piles: Pile A is idle and has a fast charging speed, but it is slightly far from the current location; Pile B is also idle, but has a slow charging speed; Pile C has a fast charging speed and is relatively close, but it is currently being used by other vehicles. The system comprehensively evaluates factors such as the idle status of the charging piles, the charging speed, and the distance from the current location of the vehicle, and finally selects Pile A as the best charging pile. Then, the system sends a navigation instruction to the vehicle to guide the vehicle to move to the location of Pile A along the optimal path for charging. From this example, it can be seen that each link in step S123 is interrelated and mutually influential. The system needs to comprehensively consider multiple factors to determine the best charging pile and ensure that the vehicle can reach the charging pile safely and efficiently for charging.

[0074] In an embodiment of the present application, a usage status matching table is collected. The usage status matching table lists all the charging piles within the safe power range and their key attributes, such as location, charging speed, usage status, etc. The usage status matching table is shown in Table 1:

[0075] Table 1 Usage Status Matching Table

[0076] Charging pile number Location Charging speed (kW) Usage status A 5 kilometers 120 Idle B 10 kilometers 60 Occupied C 8 kilometers 90 Idle D 3 kilometers 60 Idle

[0077] According to the usage status of the charging piles, first, all the idle charging piles are screened out. After screening out the idle charging piles, the best charging pile is determined according to other factors (such as distance, charging speed, etc.). In this example, assume that the distance factor is given priority, followed by the charging speed. Therefore, the charging pile that is closest to the current location of the vehicle and has a relatively fast charging speed is selected as the best option. In this example, Charging Pile D is the closest to the current location of the vehicle (3 kilometers) and has a moderate charging speed (60 kW), so it is selected as the best charging pile.

[0078] Reference [[ID=,16]] Figure 4 , in step S13, when the new energy vehicle is docked with the charging pile, the charging pile determines the power consumption parameter according to the model of the new energy vehicle and the total driving kilometers of the new energy vehicle;

[0079] In the specific implementation process of the present invention, the specific steps are as follows:

[0080] S131: When the new energy vehicle is docked with the charging pile, the system of the charging pile docks with the system of the new energy vehicle. The charging pile enters the database of the new energy vehicle and determines the information space based on the database of the new energy vehicle. At this time, the new energy vehicle is only in the charging and standby state;

[0081] S132: Determine the model of the new energy vehicle and the total driving kilometers of the new energy vehicle according to the traversal of the information space, and input the model of the new energy vehicle and the total driving kilometers of the new energy vehicle into the charging pile;

[0082] S133: The control system of the charging pile performs operations on the model of the new energy vehicle and the total driving kilometers of the new energy vehicle, and determines the power consumption loss parameter according to the model of the new energy vehicle, the total driving kilometers of the new energy vehicle, and the power consumption loss mapping relationship.

[0083] In the embodiment of the present application, when the new energy vehicle is docked with the charging pile, the system of the charging pile docks with the system of the new energy vehicle, the charging pile enters the database of the new energy vehicle, determines the information space based on the database of the new energy vehicle, introduces the information space, and performs the main operations based on the charging pile, while the new energy vehicle is only in the charging and standby state, reducing the further power consumption loss of the new energy vehicle in the charging state.

[0084] At this time, when the new energy vehicle is ready to charge, the driver will physically connect the charging interface of the vehicle to the charging gun of the charging pile; once the connection is successful, the system of the charging pile will attempt to communicate and dock with the system of the new energy vehicle. This docking usually involves the communication protocol matching of the physical layer and the data link layer to ensure that the charging pile can correctly read and write the data of the new energy vehicle; optionally, after the driver connects the charging interface of BYD Qin Pro EV to the Type 2 charging gun of the charging pile, the system of the charging pile will detect this physical connection and start attempting to communicate with the ECU (Electronic Control Unit) of BYD Qin Pro EV through the CAN bus or other communication protocols.

[0085] Once the charging pile successfully establishes a communication connection with the new energy vehicle, the system of the charging pile will request to access the database of the new energy vehicle. This database usually contains various information of the vehicle, such as vehicle identification number (VIN), battery status, charging history, vehicle configuration, etc.; the charging pile needs to access this information to understand the charging requirements and status of the new energy vehicle; optionally, the charging pile sends a specific request frame to the ECU of BYD Qin Pro EV to request access to its database; after verifying the authority of the charging pile and the validity of the request, the ECU of BYD Qin Pro EV will allow the charging pile to access the relevant information in its database.

[0086] After the charging pile accesses the database of the new energy vehicle, it determines an information space according to the type of information and data structure to be extracted. This information space is a logical concept that contains all the necessary information that the charging pile needs to read from the new energy vehicle database. The determination of the information space usually involves parsing the database structure and identifying data types. Optionally, after the charging pile accesses the database of BYD Qin Pro EV, it parses the database structure and identifies the data tables and data fields related to the charging process, such as the battery status table, charging history table, etc. Then, the charging pile determines an information space based on this information, which contains all the necessary information that the charging pile needs to read from the BYD Qin Pro EV database, such as the remaining battery charge, battery temperature, charging rate limit, etc.

[0087] During the entire process of system docking and information space determination, the new energy vehicle is usually in a charging and standby state, which means that the vehicle is ready to receive charging but has not started the actual charging process. The charging system of the new energy vehicle will start the formal charging process only after receiving the charging instruction from the charging pile. Optionally, after the BYD Qin Pro EV successfully docks with the charging pile and determines the information space, the charging system of the BYD Qin Pro EV will be in a standby state, waiting for the charging pile to send a charging instruction. At this time, the vehicle's battery management system (BMS) will monitor the battery status and be ready to start charging after receiving the charging instruction.

[0088] Specifically, assume that a BYD Qin Pro EV new energy vehicle is docked with an intelligent charging pile. In step S131, first, the driver connects the charging interface of the BYD Qin Pro EV to the Type 2 charging gun of the charging pile. After the charging pile detects this physical connection, it starts to attempt to communicate with the ECU of the BYD Qin Pro EV via the CAN bus. Once the communication is successfully established, the charging pile requests to access the database of the BYD Qin Pro EV to obtain information related to the charging process. After the ECU of the BYD Qin Pro EV verifies the authority of the charging pile, it allows the charging pile to access its database. After the charging pile accesses the database, it parses the database structure and determines an information space that contains all the necessary information, such as the remaining battery charge, battery temperature, etc. During the whole process, the BYD Qin Pro EV is in a charging and standby state, waiting for the charging pile to send a charging instruction. Once the instruction is received, the charging system of the BYD Qin Pro EV will start the formal charging process.

[0089] Furthermore, the model of the new energy vehicle and the total driving kilometers of the new energy vehicle are determined according to the traversal of the information space, and the model of the new energy vehicle and the total driving kilometers of the new energy vehicle are input into the charging pile to facilitate the charging pile to perform operations on the model of the new energy vehicle and the total driving kilometers of the new energy vehicle.

[0090] At this time, the charging pile has successfully connected to the new energy vehicle's system and entered the new energy vehicle's database, determining the information space. In this step, the charging pile needs to traverse this information space, that is, access each piece of data in the information space according to a predetermined logical order; the purpose of traversing is to find information related to the new energy vehicle model and the total mileage; optionally, the charging pile's system will access the tables, fields, or records in the database one by one according to the structure of the database and the definition of the information space. This process involves traversing the database tables, querying specific fields, or filtering record sets.

[0091] During the process of traversing the information space, the charging pile needs to find information related to the new energy vehicle model, which is usually achieved by accessing the Vehicle Identification Number (VIN) table or the vehicle configuration table; the VIN code is a code that uniquely identifies a vehicle, which contains information such as the vehicle manufacturer, model, and year; the charging pile determines the new energy vehicle model by parsing the VIN code; optionally, when traversing the database, the charging pile will find the field or record containing the VIN code; then, the charging pile will parse this VIN code and extract the model information from it according to the encoding rules and standards of the VIN code, so as to determine the new energy vehicle model.

[0092] Similarly, during the process of traversing the information space, the charging pile needs to find information related to the total mileage of the new energy vehicle, which is usually achieved by accessing the vehicle odometer or the driving history record table, and these tables contain the driving mileage data of the vehicle from the factory to the present; optionally, when traversing the database, the charging pile will find the field or record containing the total mileage; then, the charging pile will read the value of this field to determine the total mileage of the new energy vehicle.

[0093] After determining the new energy vehicle model and the total mileage, the charging pile needs to input this information into its own system, which usually involves saving the read data to the local database or memory of the charging pile for subsequent processing and use; optionally, the charging pile will pass the new energy vehicle model and the total mileage as parameters to internal processing functions or stored procedures, and these functions or procedures will save this information to the local database of the charging pile or load them into memory for quick access.

[0094] Specifically, assume that a BYD Qin Pro EV new energy vehicle is connected to an intelligent charging pile; in step S132, the charging pile first traverses the information space, that is, it accesses each piece of data in the database of the BYD Qin Pro EV according to a predetermined logical order; during the traversal process, the charging pile finds the field containing the VIN code and parses this VIN code to determine the model of the BYD Qin Pro EV; at the same time, the charging pile also finds the field containing the total driving kilometers and reads the value of this field to determine the total driving kilometers of the BYD Qin Pro EV; finally, the charging pile inputs this information into its own system and saves it to the local database for subsequent processing and use. In this way, the charging pile successfully obtains the model and total driving kilometers of the BYD Qin Pro EV, providing necessary information support for the subsequent charging process.

[0095] Therefore, the control system of the charging pile performs calculations on the model of the new energy vehicle and the total driving kilometers of the new energy vehicle, and determines the power consumption loss parameter based on the model of the new energy vehicle, the total driving kilometers of the new energy vehicle, and the power consumption loss mapping relationship, taking into account the overall consideration of the model of the new energy vehicle, the total driving kilometers of the new energy vehicle, and the power consumption loss mapping relationship to ensure the accuracy of the power consumption loss parameter.

[0096] At this time, in step S132, the charging pile has successfully read the model and total driving kilometers of the vehicle type from the database of the new energy vehicle. This step is the basis for S133 because the determination of the power consumption loss parameter depends on this information; optionally, the control system of the charging pile extracts the previously read model and total driving kilometers of the new energy vehicle from its internal storage or database.

[0097] The power consumption loss mapping relationship is a pre-defined data set or model that describes the power consumption loss situation of new energy vehicles with different models and different driving mileages during the charging process. This mapping relationship is obtained based on a large amount of experimental data, statistical analysis, or machine learning algorithms; at the same time, the control system of the charging pile loads this power consumption loss mapping relationship from its internal storage or a remote server, which usually involves reading a file, database table containing the mapping relationship, or calling an API interface.

[0098] After obtaining the mapping relationship between new energy vehicle models, total driving kilometers, and power consumption losses, the control system of the charging pile performs a series of calculations to determine the power consumption loss parameters applicable to the current new energy vehicle. These parameters include charging efficiency, energy loss rate, charging time, etc.; Optionally, the control system of the charging pile will find the corresponding entry or interval in the power consumption loss mapping relationship according to the model and total driving kilometers of the new energy vehicle; Then, it will calculate the power consumption loss parameters applicable to the current new energy vehicle based on the data in these entries or intervals.

[0099] Once the power consumption loss parameters are determined, the control system of the charging pile will save these parameters in its internal storage for subsequent use; At the same time, these parameters are immediately applied to the current charging process to optimize charging efficiency and safety; Optionally, the control system of the charging pile will store the calculated power consumption loss parameters in a dedicated data structure, such as a hash table, database record, or memory object; Then, it will adjust the charging strategy according to these parameters, such as changing the charging current, voltage, or charging time, etc.

[0100] Specifically, assume that a BYD Qin Pro EV new energy vehicle is connected to an intelligent charging pile; In step S133, the charging pile first extracts the model of the BYD Qin Pro EV and the information of driving 50,000 kilometers in total from its internal storage; Then, it loads a database containing the mapping relationship between various new energy vehicle models, driving mileage, and power consumption losses from the remote server; Next, the control system of the charging pile finds the corresponding power consumption loss mapping relationship in the database according to the model of the BYD Qin Pro EV and the information of driving 50,000 kilometers in total; According to this mapping relationship and the preset algorithm, the charging pile calculates the power consumption loss parameters applicable to the BYD Qin Pro EV in the current state, such as the charging efficiency is 92% and the energy loss rate is 3%, etc.; Finally, the charging pile saves these parameters in its internal storage and adjusts the charging strategy according to these parameters to ensure the efficiency and safety of the charging process. In this way, the BYD Qin Pro EV can accept charging in the most optimized way while ensuring the service life of the charging pile and the battery.

[0101] In an embodiment of the present application, a vehicle model matching table is collected, and the vehicle model matching table is shown in Table 2: Table 2 Vehicle Model Matching Table

[0102]

[0103] When a BYD Qin Pro EV new energy vehicle with a total mileage of 80,000 kilometers is connected to a charging pile: The charging pile extracts the vehicle model as "BYD Qin Pro EV" and the total mileage as 80,000 kilometers; After searching in the matching table, it is found that the closest matching item is "BYD Qin Pro EV, < 100,000 kilometers"; Therefore, the charging pile determines the power consumption loss parameters as a charging efficiency of 92% and an energy loss rate of 3%.

[0104] Reference Figure 5 , In step S14, based on the power consumption loss parameters, the remaining power of the new energy vehicle, and the preset charging time of the new energy vehicle, determine the charging mode;

[0105] In the specific implementation process of the present invention, the specific steps are as follows:

[0106] S141: After the new energy vehicle is connected to the charging pile, determine the remaining power of the new energy vehicle based on the power detection of the new energy vehicle; At the same time, the user inputs the preset charging time of the new energy vehicle to the charging pile;

[0107] S142: Determine the first mode coefficient according to the remaining power of the new energy vehicle and the power consumption loss parameters, and determine the second mode coefficient according to the remaining power of the new energy vehicle and the preset charging time of the new energy vehicle;

[0108] S143: Determine the charging mode according to the first mode coefficient, the second mode coefficient, and the charging mode mapping relationship.

[0109] In the embodiment of the present application, after the new energy vehicle is connected to the charging pile, determine the remaining power of the new energy vehicle based on the power detection of the new energy vehicle; At the same time, the user inputs the preset charging time of the new energy vehicle to the charging pile, introducing the remaining power of the new energy vehicle and the preset charging time.

[0110] At this time, the new energy vehicle establishes a connection with the charging pile through a physical interface (such as a charging gun and a charging port); At the same time, the two perform information interaction through a communication protocol (such as CAN bus, OBC communication protocol, etc.) to ensure the smooth progress of the charging process; Optionally, the user parks the new energy vehicle near the charging pile, opens the charging port cover of the vehicle, and inserts the charging gun of the charging pile into the charging port of the vehicle; After the charging pile detects that the charging gun has been correctly inserted, it will start communicating with the new energy vehicle.

[0111] The charging pile interacts with the battery management system (BMS) of the new energy vehicle through a communication protocol to obtain the current battery charge information; the BMS is the core component in the new energy vehicle responsible for monitoring and managing the battery status, and can provide key data such as the battery charge, voltage, and temperature in real time; optionally, the charging pile sends a charge query request to the new energy vehicle, and after the BMS receives the request, it will return the current charge data; after the charging pile receives these data, it will perform parsing and processing to determine the remaining charge of the new energy vehicle.

[0112] The charging pile is usually equipped with a user operation interface (such as a touch screen, buttons, etc.), and the user inputs the preset charging time of the new energy vehicle through this interface; the preset charging time refers to the time required for the user to reach a certain battery charge level or fully charge the new energy vehicle during the charging process; optionally, the user finds the input box for the preset charging time on the operation interface of the charging pile and inputs the required time value through the touch screen or buttons; the charging pile will display the time input by the user in real time and save this value after the user confirms it.

[0113] Specifically, assume that a Tesla Model 3 new energy vehicle is connected to an intelligent charging pile; the user parks the Tesla Model 3 near the charging pile, opens the vehicle's charging port cover, and inserts the charging gun of the charging pile into the vehicle's charging port; after the charging pile detects that the charging gun has been correctly inserted, it starts to communicate with the Tesla Model 3; the charging pile sends a charge query request to the Tesla Model 3; after the BMS of the Tesla Model 3 receives the request, it returns the current charge data as 40% (assumed value); after the charging pile receives these data, it performs parsing and processing to determine that the remaining charge of the Tesla Model 3 is 40%. The user finds the input box for the preset charging time on the operation interface of the charging pile and inputs the required time value of 2 hours through the touch screen (assuming the user hopes to fully charge the vehicle within 2 hours); the charging pile displays the time input by the user as 2 hours in real time and saves this value after the user confirms it.

[0114] Furthermore, a first mode coefficient is determined according to the remaining charge of the new energy vehicle and the power consumption loss parameter, and a second mode coefficient is determined according to the remaining charge of the new energy vehicle and the preset charging time of the new energy vehicle, which takes into account the overall situation of the remaining charge of the new energy vehicle and the preset charging time of the new energy vehicle, ensuring the accuracy of the second mode coefficient.

[0115] At this time, the first mode coefficient and the second mode coefficient are introduced. At the same time, for the first mode coefficient, it is determined according to the remaining power of the new energy vehicle and the power consumption loss parameters. The first mode coefficient is determined based on the remaining power of the new energy vehicle and the power consumption loss parameters; the power consumption loss parameters include charging efficiency, energy loss rate, etc. These parameters reflect the energy conversion efficiency and loss situation of the new energy vehicle during the charging process; the lower the remaining power, or the more unfavorable the power consumption loss parameters (such as low charging efficiency, high energy loss rate), the greater the first mode coefficient, indicating that a more aggressive charging strategy is needed to replenish the power as soon as possible; optionally, the charging pile stores a relevant mapping table internally for calculating the first mode coefficient according to the remaining power and the power consumption loss parameters; when the new energy vehicle docks with the charging pile and transmits the remaining power information, the charging pile will combine the preset power consumption loss parameters and determine the first mode coefficient by looking up the mapping table.

[0116] For the second mode coefficient, it is determined according to the remaining power of the new energy vehicle and the preset charging time of the new energy vehicle. The second mode coefficient is determined based on the remaining power of the new energy vehicle and the preset charging time; the preset charging time reflects the user's demand for the charging speed; the lower the remaining power, or the shorter the preset charging time, the greater the second mode coefficient, indicating that more charging tasks need to be completed in a shorter time, that is, a faster charging strategy is required; optionally, the charging pile will calculate the second mode coefficient through an internal algorithm or a mapping table according to the preset charging time input by the user and the remaining power information obtained from the new energy vehicle. This second mode coefficient reflects the degree of the user's demand for the charging speed and the charging urgency of the new energy vehicle under the current power state.

[0117] Specifically, assume that a BYD Han EV new energy vehicle docks with an intelligent charging pile to determine the first mode coefficient: The current remaining power of the BYD Han EV is 20% (assumed value); the preset power consumption loss parameters inside the charging pile are a charging efficiency of 90% (that is, the power actually charged into the battery accounts for 90% of the output power of the charging pile), and an energy loss rate of 5% (that is, 5% of the energy is lost during the charging process); according to these parameters, the mapping table of the charging pile calculates the first mode coefficient to be 1.3 (assumed value, indicating that a slightly aggressive charging strategy is needed to replenish the power as soon as possible).

[0118] Determine the second mode coefficient: The remaining battery power is also 20%; the user hopes to charge the vehicle battery to 80% (assumed value) within the next 1 hour; based on these parameters, the algorithm or mapping table inside the charging pile calculates that the second mode coefficient is 1.5 (assumed value, indicating that more charging tasks need to be completed in a shorter time, that is, a faster charging strategy is required). In this way, the charging pile has completed all the operations in step S142, determined the first mode coefficient and the second mode coefficient, providing key parameters for subsequent determination of the charging mode and starting the charging process. These coefficients reflect the current battery state of the new energy vehicle, the user's demand for charging speed, and the power consumption situation, and are important bases for the charging pile to select the optimal charging strategy.

[0119] Therefore, determine the charging mode according to the first mode coefficient, the second mode coefficient, and the charging mode mapping relationship, which takes into account the overall consideration of the first mode coefficient, the second mode coefficient, and the charging mode mapping relationship, ensuring the accuracy of the charging mode.

[0120] At this time, the charging pile has calculated the first mode coefficient and the second mode coefficient based on the remaining battery power, power consumption parameters, and preset charging time of the new energy vehicle. These two coefficients reflect the current charging demand and charging conditions of the new energy vehicle.

[0121] The charging pile stores a charging mode mapping relationship table (or called a charging strategy table) internally. This table lists the corresponding charging modes according to different combinations of the first mode coefficient and the second mode coefficient; the charging modes include constant current charging, constant voltage charging, constant power charging, pulse charging and other methods, or combinations of these methods; optionally, the charging pile will look up the corresponding charging mode in the charging mode mapping relationship table according to the calculated first mode coefficient and second mode coefficient. This lookup process involves traversing the rows and columns of the table to find the matching item closest to the current coefficient combination.

[0122] Once a matching charging mode is found in the charging mode mapping relationship table, the charging pile will determine this mode as the final charging mode and prepare to start the charging process; the charging pile will send a charging mode confirmation message to the new energy vehicle to inform it of the upcoming charging mode; at the same time, the charging pile will also adjust its output parameters (such as current, voltage, etc.) to match the selected charging mode.

[0123] Specifically, assume that a NIO ES8 new energy vehicle is connected to an intelligent charging pile. First mode coefficient: In step S142, the charging pile has calculated the first mode coefficient as 1.2 (assumed value) based on the remaining battery power of the NIO ES8 (assumed to be 30%) and the power consumption loss parameter (assuming a charging efficiency of 92% and an energy loss rate of 4%); Second mode coefficient: Also in step S142, the charging pile has calculated the second mode coefficient as 1.4 (assumed value) based on the remaining battery power of the NIO ES8 (30%) and the preset charging time (assuming the user hopes to charge the vehicle battery to 80% within the next 2 hours). The charging mode mapping relationship table stored inside the charging pile is shown in Table 3:

[0124] Table 3 Charging Mode Mapping Relationship Table

[0125] First mode coefficient range Second mode coefficient range Charging mode 0.8-1.2 0.8-1.4 Constant current + constant voltage charging >1.2 >1.4 Pulse charging + constant voltage charging

[0126] Based on the first mode coefficient 1.2 and the second mode coefficient 1.4, the charging pile has found the matching charging mode "pulse charging + constant voltage charging" in the charging mode mapping relationship table; the charging pile has determined "pulse charging + constant voltage charging" as the final charging mode and sent a charging mode confirmation message to the NIO ES8; the charging pile has adjusted its output parameters to match the selected charging mode and started the charging process. In this way, the charging pile has completed all the operations in step S143, determined the final charging mode, and started the charging process for the new energy vehicle. This charging mode is comprehensively determined based on factors such as the current battery state of the new energy vehicle, the user's demand for charging speed, and the power consumption loss situation, aiming to achieve the optimal charging effect and user experience.

[0127] Reference Figure 6 , in step S15, the new energy vehicle is charged in this charging mode. The charging abnormal node is determined based on the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and the replaced charging mode is determined based on this charging abnormal node and the mode switching model of the charging pile. The replaced charging mode is autonomously replaced by the charging mode;

[0128] In the specific implementation process of the present invention, the specific steps are as follows:

[0129] S151: The charging pile charges the new energy vehicle along this charging mode, determines the real-time power supply data of the charging pile during the charging process, and determines the real-time charging data of the new energy vehicle based on the real-time detection of the new energy vehicle;

[0130] S152: Perform two-way data comparison on the real-time charging data of new energy vehicles and the real-time power supply data of charging piles, and output the comparison result of power data at the same time point. The comparison result of power data presents the power difference between the real-time charging data and the real-time power supply data;

[0131] S153: If the power difference exceeds the preset power difference threshold, determine the charging abnormal node according to the power difference, time point, and real-time charging data. Determine the replaced charging mode according to the abnormal charging information of the charging abnormal node, the real-time power of the new energy vehicle, and the remaining charging time. The charging pile switches from the charging mode to the replaced charging mode and realizes the autonomous replacement of the replaced charging mode.

[0132] In the embodiment of the present application, the charging pile charges the new energy vehicle along this charging mode, and determines the real-time power supply data of the charging pile during the charging process, and determines the real-time charging data of the new energy vehicle based on the real-time detection of the new energy vehicle, ensuring the accuracy of the real-time charging data of the new energy vehicle.

[0133] At this time, the charging pile starts to charge the new energy vehicle according to the previously determined charging mode (such as constant current charging, constant voltage charging, pulse charging, etc.); the selection of the charging mode is usually based on factors such as the battery state, remaining power, user needs, and charging efficiency of the new energy vehicle; optionally, the control system inside the charging pile will start the charging program, adjust parameters such as output voltage and current to meet the requirements of the selected charging mode, and transmit electrical energy to the new energy vehicle.

[0134] During the charging process, the charging pile continuously collects its own power supply data, including output voltage, output current, output power, etc. These data are monitored and recorded in real time through sensors and control systems inside the charging pile; optionally, the sensors of the charging pile will measure the power supply parameters in real time and transmit the data to the control system; the control system will process and analyze these data to monitor the power supply state of the charging pile.

[0135] At the same time, the battery management system (BMS) of the new energy vehicle will monitor the charging state of the battery in real time and send the real-time charging data (such as battery voltage, battery current, battery temperature, charged amount, etc.) to the charging pile. These data reflect the actual performance of the new energy vehicle battery during the charging process; optionally, the BMS system of the new energy vehicle will continuously collect the charging data of the battery and send these data to the charging pile through a communication interface (such as CAN bus, Ethernet, etc.); after receiving these data, the charging pile will store and process them for subsequent analysis and use.

[0136] Specifically, assume that a BYD Qin Pro EV new energy vehicle is charging using a charging pile, and the charging mode is constant current charging; the charging pile selects the constant current charging mode according to the battery status and user requirements of the BYD Qin Pro EV and starts charging the BYD Qin Pro EV.

[0137] During the charging process, the sensors of the charging pile continuously monitor the output voltage and output current; for example, at a certain moment, the output voltage of the charging pile is 380V and the output current is 120A. These data are transmitted to the control system of the charging pile, and the control system records these data and uses them to monitor the power supply status of the charging pile.

[0138] At the same time, the BMS system of the BYD Qin Pro EV continuously monitors the charging status of the battery; for example, at a certain moment, the battery voltage is 360V, the battery current is 110A, and the charged amount is 70 kWh. These data are transmitted to the charging pile. After receiving these data, the charging pile records them and compares and analyzes them with the power supply data of the charging pile; through this process, the charging pile and the battery management system of the BYD Qin Pro EV jointly monitor the real-time data during the charging process. These data are crucial for ensuring the safety and efficiency of the charging process; if the charging pile detects any abnormal data (such as too high voltage, too large current, etc.), it will automatically adjust the charging mode or stop charging to protect the battery and charging equipment of the new energy vehicle.

[0139] Furthermore, a two-way data comparison is performed on the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and the comparison result of the power data is output at the same time point. The comparison result of the power data presents the power difference between the real-time charging data and the real-time power supply data, and the power difference is introduced.

[0140] At this time, during the charging process, the control system of the charging pile continuously receives the real-time power supply data from the charging pile itself and the real-time charging data from the battery management system (BMS) of the new energy vehicle. These data are synchronously compared at the same time point to check whether the power output by the charging pile is consistent with the power actually received by the new energy vehicle; optionally, there is a data comparison module inside the control system of the charging pile. This module obtains the latest power supply data and charging data regularly (such as every second, every minute, etc.) and compares these two sets of data; the comparison content includes key parameters such as voltage, current, power, and charged amount.

[0141] After the data comparison is completed, the control system of the charging pile will generate a comparison result of the electricity quantity data. This result will clearly show the difference in the power supply data of the charging pile and the charging data of the new energy vehicle at the same time point. This difference is usually expressed in the form of electricity quantity, which reflects the energy transfer efficiency during the charging process and the existing energy loss. Optionally, the control system will store the comparison result and display it to the user or administrator through the display screen of the charging pile or the remote monitoring system. The comparison result includes information such as the electricity quantity difference at each time point, the change trend of the difference, and whether it exceeds the preset threshold.

[0142] The most important part of the comparison result of the electricity quantity data is the difference in the electricity quantity between the real-time charging data and the power supply data. This difference not only reflects the efficiency of the charging process but also indicates potential charging problems or faults. Therefore, the control system of the charging pile will present this difference to the user or administrator in an intuitive way (such as charts, numbers, etc.). Optionally, on the display screen of the charging pile, the user will see a chart showing the change trend of the electricity quantity difference during the charging process. Or, the user will receive a text message or email informing them of the current electricity quantity difference in the charging process and whether it is within the normal range.

[0143] Specifically, assume that a BYD Qin Pro EV new energy vehicle is charging using a charging pile, and the charging mode is constant voltage charging. During the charging process, the control system of the charging pile continuously receives real-time power supply data from the charging pile itself (such as the output voltage is 400V and the output current is 150A) and real-time charging data from the BYD Qin Pro EV BMS (such as the battery voltage is 395V and the battery current is 145A). The data comparison module inside the control system will compare these two sets of data regularly (such as every minute) to check whether the key parameters such as voltage, current, and the charged electricity quantity are consistent.

[0144] After the data comparison is completed, the control system will generate a comparison result of the electricity quantity data. For example, at a certain time point, the electricity quantity output by the charging pile is 1.5 kWh, while the actual electricity quantity received by the BYD Qin Pro EV is 1.45 kWh. The control system will store this result and display it to the user through the display screen of the charging pile. The display screen will show a chart showing the change trend of the electricity quantity difference during the charging process.

[0145] The user can see through the display screen of the charging pile that at a certain time point, the difference between the power supply data of the charging pile and the charging data of the BYD Qin Pro EV is 0.05 kWh. This difference reflects the energy transfer efficiency during the charging process and the existing energy loss.

[0146] If the difference exceeds a preset threshold (e.g., 0.1 kWh), the control system will automatically adjust the charging mode or stop charging to protect the battery and charging equipment of the new energy vehicle; meanwhile, the user will receive a text message or email informing them of the power difference during the current charging process and whether it is within the normal range.

[0147] Therefore, if the power difference exceeds the preset power difference threshold, the charging abnormal node is determined based on the power difference, time point, and real-time charging data. The charging mode after replacement is determined based on the abnormal charging information of the charging abnormal node, the real-time power of the new energy vehicle, and the remaining charging time. The charging pile switches from the charging mode to the charging mode after replacement and realizes the autonomous replacement of the charging mode after replacement, taking into account the overall consideration of the abnormal charging information of the charging abnormal node, the real-time power of the new energy vehicle, and the remaining charging time, ensuring the accuracy of the charging mode after replacement.

[0148] At this time, during the charging process, the control system of the charging pile will continuously monitor the power difference, that is, the difference between the power supply data of the charging pile and the actual power received by the new energy vehicle; if the power difference exceeds the preset power difference threshold, the control system will determine it as a charging anomaly and trigger the subsequent processing flow; optionally, there will be a threshold judgment module inside the control system, which will compare the preset power difference threshold (such as 5% or 0.1 kWh, etc.) with the real-time monitored power difference; if the power difference exceeds the threshold, the module will output an abnormal signal to trigger the abnormal processing flow.

[0149] Once a charging anomaly is detected, the control system will comprehensively judge and determine the charging abnormal node based on the power difference, the time point when the anomaly occurs, and the real-time charging data at this time (such as voltage, current, power, etc.). This node is caused by a malfunction of a certain component of the charging pile and an abnormal battery state of the new energy vehicle; optionally, there will be an abnormal diagnosis module inside the control system, which will diagnose and analyze the charging anomaly according to the real-time monitored data and the preset diagnostic algorithm to determine the specific location and cause of the charging anomaly. This process involves multiple links such as data analysis and fault diagnosis.

[0150] After determining the charging abnormal node, the control system will comprehensively judge and determine the charging mode after replacement based on factors such as the abnormal charging information, the real-time power of the new energy vehicle, and the remaining charging time. This new charging mode aims to ensure the safety and efficiency of the charging process while minimizing the impact on the battery of the new energy vehicle; optionally, there will be a charging mode selection module inside the control system, which will intelligently select the most suitable charging mode according to the real-time monitored data and the preset charging strategy library. This process involves multiple links such as mode matching and parameter adjustment.

[0151] After determining the charging mode after replacement, the control system will automatically adjust the output parameters of the charging pile, such as voltage, current, etc., to meet the requirements of the new charging mode. This process is autonomous and does not require manual intervention, ensuring the continuity and stability of the charging process. Optionally, the actuators inside the charging pile will automatically adjust parameters such as output voltage and current according to the instructions of the control system. At the same time, the control system will continuously monitor the charging process to ensure that the new charging mode can be executed normally.

[0152] Specifically, assume that a BYD Qin Pro EV new energy vehicle is charging using a charging pile, and the charging mode is constant current charging. When charging to 80% of the battery capacity, the control system of the charging pile detects that the difference in power exceeds the preset threshold. The control system monitors in real time that the difference in power is 0.2 kWh, while the preset threshold for the difference in power is 0.1 kWh. Therefore, the control system determines that the charging is abnormal and triggers the subsequent processing flow.

[0153] Based on the voltage, current data monitored in real time and the time point when the abnormality occurs, the control system comprehensively judges and determines that the abnormal charging node is a malfunction of the current sensor of the charging pile. After determining the abnormal charging node, the control system intelligently selects to change the charging mode to constant voltage charging mode according to the real-time power (80%) of the BYD Qin Pro EV, the remaining charging time (estimated to be 1 hour) and the preset charging strategy library.

[0154] The control system automatically adjusts the output parameters of the charging pile to switch the charging mode to constant voltage charging mode. At the same time, the control system continuously monitors the charging process to ensure that the new charging mode can be executed normally. The BMS system of the BYD Qin Pro EV also receives the instruction to change the charging mode and adjusts the charging strategy of the battery to adapt to the new charging mode. The whole process does not require manual intervention, ensuring the continuity and stability of the charging process.

[0155] Please refer to Figure 7 , Figure 7 which is a schematic structural diagram of the charging control device for a new energy vehicle in an embodiment of the present invention. The charging control device for the new energy vehicle includes:

[0156] The expected power consumption module 21 is used to estimate the expected power consumption according to the current driving mode of the new energy vehicle and the remaining distance to be traveled by the new energy vehicle.

[0157] The charging pile module 22 is used to determine the charging pile according to the expected power consumption, the current power of the new energy vehicle and the driving map of the new energy vehicle.

[0158] The power consumption parameter module 23 is used to determine the power consumption parameter according to the model of the new energy vehicle and the total driving kilometers of the new energy vehicle when the new energy vehicle is docked with the charging pile.

[0159] A charging mode module 24, configured to determine a charging mode based on an electricity consumption loss parameter, a remaining power of the new energy vehicle, and a preset charging time of the new energy vehicle;

[0160] A mode replacement module 25, configured to charge the new energy vehicle in this charging mode, determine a charging abnormal node according to real-time charging data of the new energy vehicle and real-time power supply data of the charging pile, and determine a replaced charging mode according to the charging abnormal node and a mode switching model of the charging pile, and the replaced charging mode is autonomously replaced by the charging mode.

[0161] For any combination of the technical features of the above embodiments, for the sake of brevity of description, not all combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

Claims

1. A charging control method for a new energy vehicle, characterized in that, Including: Estimate the power consumption to be lost according to the current driving mode of the new energy vehicle and the remaining distance to be completed by the new energy vehicle; Determine the charging pile according to the power consumption to be lost, the current power of the new energy vehicle, and the driving map of the new energy vehicle; When the new energy vehicle docks with the charging pile, the charging pile determines the power consumption parameter according to the model of the new energy vehicle and the total driving kilometers of the new energy vehicle; Determine the charging mode based on the power consumption parameter, the remaining power of the new energy vehicle, and the preset charging time of the new energy vehicle; The new energy vehicle charges in this charging mode, determines the charging abnormal node according to the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and determines the replaced charging mode according to the charging abnormal node and the mode switching model of the charging pile. The replaced charging mode is automatically replaced by the charging mode.

2. The charging control method for a new energy vehicle according to claim 1, wherein The estimating the power consumption to be lost according to the current driving mode of the new energy vehicle and the remaining distance to be completed by the new energy vehicle includes: Determine the power consumption data of the new energy vehicle according to the power monitoring of the new energy vehicle, and determine the current driving mode of the new energy vehicle according to the power consumption data of the new energy vehicle and the current working parameters of the new energy vehicle; The new energy vehicle is connected to the user's mobile phone via Bluetooth, determines the remaining route of the new energy vehicle according to the navigation APP recorded on the mobile phone, marks multiple driving areas for the remaining route, and determines multiple sub-power consumptions to be lost according to the driving kilometers of the multiple driving areas and the current driving mode of the new energy vehicle. Estimate the power consumption to be lost based on the multiple sub-power consumptions to be lost.

3. The charging control method for a new energy vehicle according to claim 1, characterized in that The determining the charging pile according to the power consumption to be lost, the current power of the new energy vehicle, and the driving map of the new energy vehicle includes: Collect the current power of the new energy vehicle and the remaining route of the new energy vehicle, and compare the power consumption to be lost with the current power of the new energy vehicle; If the current power of the new energy vehicle is less than the power consumption to be lost, determine the safe power area in the remaining route according to the current power of the new energy vehicle and the remaining route of the new energy vehicle. The safe power area means that the new energy vehicle still has power in the corresponding area; Determine multiple charging piles according to the comparison of the safe power area and the position of the driving map of the new energy vehicle, mark the usage status of the multiple charging piles, and determine the best charging pile according to the usage status of the multiple charging piles and the positions of the multiple charging piles. The new energy vehicle moves to the best charging pile under the use of the current power.

4. The charging control method of the new energy vehicle according to claim 1, characterized in that, The when the new energy vehicle docks with the charging pile, the charging pile determines the power consumption parameter according to the model of the new energy vehicle and the total driving kilometers of the new energy vehicle includes: When the new energy vehicle docks with the charging pile, the system of the charging pile docks with the system of the new energy vehicle, the charging pile enters the database of the new energy vehicle, and determines the information space based on the database of the new energy vehicle; at this time, the new energy vehicle is only in the charging and standby state.

5. The charging control method of the new energy vehicle according to claim 4, wherein, When the new energy vehicle docks with the charging pile, the charging pile determines the power consumption parameter according to the model of the new energy vehicle and the total driving kilometers of the new energy vehicle, and further includes: Determine the model of the new energy vehicle and the total driving kilometers of the new energy vehicle according to the traversal of the information space, and input the model of the new energy vehicle and the total driving kilometers of the new energy vehicle into the charging pile; The control system of the charging pile performs operations on the model of the new energy vehicle and the total driving kilometers of the new energy vehicle, and determines the power consumption parameter according to the model of the new energy vehicle, the total driving kilometers of the new energy vehicle, and the power consumption mapping relationship.

6. The charging control method of the new energy vehicle according to claim 1, characterized in that, The determination of the charging mode based on the power consumption parameter, the remaining power of the new energy vehicle, and the preset charging time of the new energy vehicle includes: After the new energy vehicle is docked with the charging pile, determine the remaining power of the new energy vehicle based on the power detection of the new energy vehicle; at the same time, the user inputs the preset charging time of the new energy vehicle to the charging pile.

7. The charging control method of the new energy vehicle according to claim 6, wherein The determination of the charging mode based on the power consumption parameter, the remaining power of the new energy vehicle, and the preset charging time of the new energy vehicle further includes: Determine the first mode coefficient according to the remaining power of the new energy vehicle and the power consumption parameter, and determine the second mode coefficient according to the remaining power of the new energy vehicle and the preset charging time of the new energy vehicle; Determine the charging mode according to the first mode coefficient, the second mode coefficient, and the charging mode mapping relationship.

8. The charging control method of the new energy vehicle according to claim 1, characterized in that, The new energy vehicle charges in this charging mode, determines the charging abnormal node according to the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and determines the replaced charging mode according to the charging abnormal node and the mode switching model of the charging pile. The replaced charging mode is automatically replaced by the charging mode, including: The charging pile charges the new energy vehicle along this charging mode, determines the real-time power supply data of the charging pile during the charging process, and determines the real-time charging data of the new energy vehicle based on the real-time detection of the new energy vehicle; Perform two-way data comparison on the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and output the power data comparison result at the same time point. The power data comparison result presents the power difference between the real-time charging data and the real-time power supply data.

9. The charging control method for a new energy vehicle according to claim 8, characterized in that, The new energy vehicle charges in this charging mode, determines the charging abnormal node according to the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and determines the replaced charging mode according to the charging abnormal node and the mode switching model of the charging pile. The replaced charging mode is automatically replaced by the charging mode, further includes: If the power difference exceeds the preset power difference threshold, determine the charging abnormal node according to the power difference, the time point, and the real-time charging data, determine the replaced charging mode according to the abnormal charging information of the charging abnormal node, the real-time power of the new energy vehicle, and the remaining charging time. The charging pile switches from the charging mode to the replaced charging mode and realizes the automatic replacement of the replaced charging mode.

10. A charging control device for a new energy vehicle, characterized in that, The charging control device of the new energy vehicle is applied to the charging control method of the new energy vehicle as described in any one of claims 1-9. The charging control device of the new energy vehicle includes: The to-be-consumed power module is used to estimate the to-be-consumed power according to the current driving mode of the new energy vehicle and the to-be-completed journey of the new energy vehicle; The charging pile module is used to determine a charging pile based on the power to be consumed, the current power of the new energy vehicle, and the driving map of the new energy vehicle; The power consumption parameter module is used to determine the power consumption parameter when the new energy vehicle is docked with the charging pile, and the charging pile determines the power consumption parameter according to the model of the new energy vehicle and the total driving kilometers of the new energy vehicle; The charging mode module is used to determine the charging mode based on the power consumption parameter, the remaining power of the new energy vehicle, and the preset charging time of the new energy vehicle; The mode replacement module is used for the new energy vehicle to charge in this charging mode, determine the charging abnormal node according to the real-time charging data of the new energy vehicle and the real-time power supply data of the charging pile, and determine the replaced charging mode according to the charging abnormal node and the mode switching model of the charging pile. The replaced charging mode is autonomously replaced by the charging mode.

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